Deployable fairing for use with vehicles

ABSTRACT

Systems and methods are disclosed for providing a deployable fairing system to a tractor trailer. The deployable fairing system includes an actuator used to extend the deployable fairing from an unextended configuration to an extended configuration to occupy a portion of a gap area that exists between a tractor and an attached trailer. The deployable fairing includes deployable upper and/or lower horizontal assemblies that are pivotally coupled to a frame attached to the tractor/cab, and two side panels that are pivotally coupled to one or both of the upper and lower horizontal assemblies. The deployable upper and lower horizontal assemblies and the two side panels fold in on one another along multiple hinged axes in the unextended configuration, and extend rearward from the top and sides of the tractor in the extended configuration to cover a portion of the gap. The fairing may advantageously flair from front to the rear.

TECHNICAL FIELD

The present disclosure generally relates to vehicles, for exampletractor trailer combinations, and more particularly with fairings toenhancing fuel economy of vehicles, for example coupled vehicles.

BACKGROUND Description of the Related Art

Vehicles move a large number of people and cargo. Often two or morevehicles are physically coupled together to move freight or other cargo,people, and/or animals.

A ubiquitous example of coupled vehicles is that of the tractor-traileror semi-trailer combination, which employs a tractor, sometimes referredto as a primary mover, coupled to pull one or more trailers. Suchtractor-trailers or semis come in a large variety of forms and aretypically used to move freight over relatively long distances. Thetractor is the drive mechanism that pulls or pushes the trailer. Thetractor includes the engine, typically an internal combustion dieselengine, a transmission and drive wheels. The tractor typically includesa cab where the driver or operator sits to operate the tractor. Thetractor may also include a sleep cab which provides accommodations forthe driver or operator when not in motion. The trailers are typicallyremovably coupled to the tractor via a coupler such as a fifth wheelcarried by the tractor, or less commonly via an automatic coupling. Asemi-trailer typically does not have a front axle, relying on thetractor for support of a portion of the trailer's weight, and may haveone or typically more rear axles. In some instances, a tractor may pullmultiple trailers. In such a case, the following trailer(s) may not havefront axels and may rely on the proceeding trailers for supporting aportion of the trailer's weight. Trailers come in a large variety, forexample box, bus, curtain side, flatbed, “low boy”, refrigerated or“reefer”, tanker, dry bulk, car carrier, drop deck, “double decker” orsidelifter.

Another example of coupled vehicles is railroad trains. Rail road trainstypically include one or more locomotives that pull a number of carsalong a set of tracks. The cars may include passenger cars and/orfreight cars. The freight cars can take a large variety of forms,similar in some respects to the various types of trailers.

Tractor-trailers or semis are increasingly being used to movecontainerized cargo. Such use of tractor trailers may convenientlycooperate in conjunction with ships (e.g., ocean going container ships,barges) and/or railroad trains. For instance, containers may arrive byship from overseas. Tractor-trailers may move some of the containersover roads to warehouses or to retail locations. Tractor-trailers maymove some of the containers to rail yards. Some containers may be movedvia railroad trains, and subsequently moved to a desired location viatractor-trailers.

Coupled vehicles typically must be capable of operating in a variety ofenvironments. For example, coupled vehicles must be capable of carryingloads at relatively high speed over long distance. For instance,tractor-trailer combinations typically must be able to haul freight overhighways such as toll roads or freeways within some posted speed limit.Such highways are typically relatively straight over long distances, anddo not require much turning or maneuvering. Such tractor-trailerstypically must also be able to haul freight over surface streets at muchlower posted speed limits. Travel over surface streets typicallyrequires higher maneuverability than travel over highways, oftenrequiring essentially right angle turns in relatively confined spaces ornavigating steep elevational changes.

Fuel efficiency is typically an important concern when operating coupledvehicles. A large portion of the cost of moving freight or people isattributable to fuel costs and the majority of fuel at highway speeds isspent overcoming aerodynamic drag. Fuel efficiency tends to decrease asspeed increases. Fuel efficiency while traveling on highways isparticularly a concern since the average speed is higher than on surfaceroads and, for most operations, more time is spent on highways than onsurface streets.

Numerous approaches have been suggested for increasing fuel efficiencyof vehicles. These approaches typically employ ferrules, fairings,cowlings, air dams, deflectors, and/or spoilers located at variouslocations, for instance on a front of the tractor or over a roof of thetractor. Some approaches for increasing fuel efficiency specificallyaddress the problem created by the fact that there is a gap between thetractor and trailer. Some of the approaches for increasing fuelefficiency are illustrated in U.S. Pat. Nos. 3,697,120; 3,711,146;3,934,923; 4,036,519; 4,750,772; 5,078,448; and 6,585,312.

BRIEF SUMMARY

Deployable fairings are disclosed that enhance fuel efficiency ofvehicles (e.g., coupled vehicles), yet which still provide for a highdegree of maneuverability in situations where such maneuverability isnecessary or desired to operate the coupled vehicles.

A fairing structure for use with vehicles may be summarized asincluding: a deployable upper panel assembly comprising a deployableupper panel, a first upper wing panel and at least a second upper wingpanel, the first upper wing panel and the second upper wing panel eachpivotally coupled to the deployable upper panel, the deployable upperpanel pivotal about a horizontal axis to move the deployable upper panelassembly between a retracted configuration of the fairing structure anda deployed configuration of the fairing structure; at least a firstdeployable side panel having a proximal edge, the first deployable sidepanel coupled to translate and pivot in moving between the retractedconfiguration of the fairing structure and the deployed configuration ofthe fairing structure; and at least a second deployable side panelhaving a proximal edge, the second deployable side panel coupled totranslate and pivot in moving between the retracted configuration of thefairing structure and the deployed configuration of the fairingstructure.

The first deployable side panel may be pivotally coupled to thedeployable upper panel assembly and the second deployable side panel maybe pivotally coupled to the deployable upper panel assembly. The firstdeployable side panel may be pivotable about an axis that extendsparallel to the proximal edge of the first deployable side panel and thesecond deployable side panel may be pivotable about an axis that extendsparallel to the proximal edge of the second deployable side panel. Theaxis that the first deployable side panel may be pivotable about may bespaced from the proximal edge of the first deployable side panel atleast in the deployed configuration of the fairing structure and theaxis that the second deployable side panel may be pivotable about may bespaced from the proximal edge of the second deployable side panel atleast in the deployed configuration of the fairing structure. The firstdeployable side panel may be pivotable about an axis that isperpendicular to the horizontal axis and the second deployable sidepanel may be pivotable about an axis that is perpendicular to thehorizontal axis. The first deployable side panel may be coupled totranslate and pivot without any hinge extending along the proximal edgeof the first deployable side panel and the second deployable side panelmay be coupled to translate and pivot without any hinge extending alongthe proximal edge of the second deployable side panel. The deployableupper panel may be a single trapezoidal panel with a trapezoidalprofile.

The fairing structure may further include a static upper panel that hasa D-shaped profile.

The static upper panel may extend horizontally from a back of a cab of atractor with a major curved edge of the D-shaped profile proximate theback of the cab of the tractor. The deployable upper panel assembly maybe attached to a back of a cab of a tractor. The first deployable sidepanel and the second deployable side panel may each extend verticallywith respect to the cab of the tractor. There may be no verticallyextending hinges between the fairing structure and the cab of thetractor. In the retracted configuration, the deployable upper panel mayextend downwardly with the first and the second deployable side panelsretracted against the deployable upper panel. In the retractedconfiguration, the deployable upper panel may extend vertically with thefirst and the second deployable side panels folded over the deployableupper panel. In the deployed configuration, the deployable upper panelmay extend rearwardly of the back of the cab of the tractor and thefirst and the second deployable side panels may extend perpendicularlyfrom the deployable upper panel. In the deployed configuration, thedeployable upper panel may extend rearwardly at a positive slope fromthe back of the cab of the tractor and the first and the seconddeployable side panels may extend rearwardly at a positive slope fromthe back of the cab of the tractor. In the deployed configuration, thedeployable upper panel may extend rearwardly from the back of the cab ofthe tractor and the first and the second deployable side panels mayextend rearwardly from the back of the cab of the tractor, an areaenclosed by a first perimeter defined by the deployable upper panel andthe first and the second deployable side panels distal to the back ofthe cab of the tractor greater than an area enclosed by a secondperimeter may be defined by the deployable upper panel and the first andthe second deployable side panels proximate the back of the cab of thetractor.

The fairing structure may further include a deployable lower panelassembly comprising at least one deployable lower panel and a pair oflower wing panels, the lower wing panels each pivotally coupled to thedeployable lower panel, the deployable lower panel pivotally coupled tothe back of the cab of the tractor, the first and the second deployableside panels each pivotally coupled to the deployable lower panelassembly.

The first upper wing panel may be pivotally coupled to the deployableupper panel along a first diagonal axis that forms a first acute anglewith the horizontal axis, and the second upper wing panel may bepivotally coupled to the deployable upper panel along a second diagonalaxis that forms a second acute angle with the horizontal axis. The firstupper wing panel may be pivotally coupled to the first deployable sidepanel along a first rotatable, horizontal axis, and the second upperwing panel may be pivotally coupled to the second deployable side panelalong a second rotatable, horizontal axis, and wherein the firstrotatable, horizontal axis may intersect the first diagonal axis at afirst point along the horizontal axis, and the second rotatable,horizontal axis may intersect the second diagonal axis at a second pointalong the horizontal axis about which the deployable upper panel ispivotal. At least one of the deployable upper panel, the firstdeployable side panel or the second first deployable side panel may be asingle unitary piece construction. At least one of the deployable upperpanel, the first deployable side panel or the second deployable sidepanel may include a frame and a skin. At least one of the deployableupper panel, the first deployable side panel or the second firstdeployable side panel may be flexible. The deployable upper panel mayhave a major edge and may be pivotally coupled along the major edge tothe static upper panel via at least one hinge.

The fairing structure may further include an actuator physically coupledto the deployable upper panel to pivot the deployable upper panel abouta horizontal axis between the retracted and the deployed configurations.

The actuator may be a pneumatic linear actuator, and the fairingstructure may further include a valve physically coupled to the actuatorand biased to release air from under pressure from the actuator and tocause the deployable fairing to be in the retracted configuration whenany event of the following events occurs: a power loss to the deployablefairing, a manual switch is positioned in an off position, thedeployable fairing cannot receive data from a vehicle computer, areading from a temperature sensor that indicates that an outsidetemperature is above an upper temperature threshold or below a lowertemperature threshold, a reading from a wind sensor that indicates thata speed of a cross wind exceeds a cross wind threshold, a reading from aspeed sensor that is below a speed threshold, or a stall condition inwhich the actuator is unable to move the deployable fairing to thedeployed position.

The fairing structure may further include a positional sensor to detecta position information related to at least one of the deployable upperpanel assembly, a first deployable side panel, and a second deployableside panel, wherein the positional information may be transmitted to aprocessor which uses the positional information to determine if an errorcondition exists.

The deployable upper panel assembly may transition to the retractedconfiguration in the event of an error condition. The error conditionmay include the position information from the positional sensor whichindicates that the deployable fairing did not transition from theretracted configuration to the deployed configuration within an allottedperiod of time. At least one of the deployable upper panel, the firstdeployable side panel or the second deployable side panel may have amajor surface, and the major surface may be convex. At least one of thedeployable upper panel, the first deployable side panel or the secondfirst deployable side panel may have an edge, the edge having at least astiffening four bend edge. The stiffening four bend edge may includefour 90° bends that extend parallel to each other; wherein three of the90° bends occur in a first direction and a fourth 90° bend occurs in asecond direction, opposite from the first direction; and wherein atleast one bend in the stiffening four bend edge has one or moreperforations that reduce a force needed to make the at least one bend.

The fairing structure may further include: a first pneumatic line tetherto be physically coupled to a pneumatic line at a first point, thepneumatic line to extend between a leading component of a vehicle and atrailing component of the vehicle; and a second pneumatic line tether tobe physically coupled to the pneumatic line at a second point; whereinthe first pneumatic line tether and the second pneumatic line tether maycontrol a transition of the pneumatic line between an extended state anda contracted state when the vehicle turns.

The first pneumatic line tether may have a first length and the secondpneumatic line tether may have a second length different from the firstlength. The first pneumatic line tether may have a first elasticity andthe second pneumatic line tether may have a second elasticity differentfrom the first elasticity.

A fairing structure installed on a portion of a vehicle and moveablebetween a retracted configuration and a deployed configuration may besummarized as including: a deployable upper panel, the deployable upperpanel pivotal about a first lateral horizontal axis that extends in alateral direction across at least a portion of a width of the vehicle,the deployable upper panel pivotal about the first lateral horizontalaxis between the retracted configuration and the deployed configuration;a first upper wing panel, the first upper wing panel pivotally coupledto the deployable upper panel to pivot about a first axis that extendsat a first non-zero angle to the first lateral horizontal axis; a secondupper wing panel, the second upper wing panel pivotally coupled to thedeployable upper panel to pivot about a second axis that extends at asecond non-zero angle to the first lateral horizontal axis, the secondupper wing panel opposed from the first upper wing panel across acenterline of the deployable upper panel; a first deployable side panel,the first deployable side panel hinged solely about a first set ofrotatable horizontal axes that rotate within respective planes; and asecond deployable side panel, the second deployable side panel hingedsolely about a second set of rotatable horizontal axes that rotatewithin respective planes.

The first deployable side panel may translate and pivot in movingbetween the retracted configuration of the fairing structure and thedeployed configuration of the fairing structure and the seconddeployable side panel may translate and pivot in moving between theretracted configuration of the fairing structure and the deployedconfiguration of the fairing structure. The deployable upper panel maybe a single trapezoidal panel with a trapezoidal profile. The first andthe second deployable side panels may extend at least predominatelyvertically in both the retracted and the deployed configurations, extendlaterally in the retracted configuration and extend rearwardly in thedeployed configuration.

The fairing structure may further include the first deployable sidepanel hinged solely to the first upper wing panel and the seconddeployable side panel hinged solely to the second upper wing panel.

The fairing structure may further include: a deployable lower panel, thedeployable lower panel pivotal about a second lateral horizontal axisthat extends in the lateral direction across at least the portion of thewidth of the vehicle, the deployable lower panel pivotal about thesecond lateral horizontal axis between the retracted configuration andthe deployed configuration; a first lower wing panel, the first lowerwing panel pivotally coupled to the deployable lower panel to pivotabout a third axis that extends at a third non-zero angle to the secondlateral horizontal axis; a second lower wing panel, the second lowerwing panel pivotally coupled to the deployable lower panel to pivotabout a fourth axis that extends at a fourth non-zero angle to thesecond lateral horizontal axis, the second lower wing panel opposed fromthe first lower wing panel across a centerline of the deployable lowerpanel, and the first deployable side panel hinged solely to the firstupper wing panel and the first lower wing panel and the seconddeployable side panel hinged solely to the second upper wing panel andthe second lower wing panel.

The first deployable side panel may include a first elastic trailingedge and the second deployable side panel may include a second elastictrailing edge; and wherein the first elastic trailing edge and thesecond elastic trailing edge may physically engage with and conform tocomplementary edges of a trailer coupled to the vehicle when the fairingstructure is in the deployed configuration. The first deployable sidepanel may include a flexible interior portion that extends verticallyfrom a top edge to a bottom edge of the first deployable side panel, andwherein the first deployable side panel may include two rigid portionson opposite sides of the first flexible interior portion; and whereinthe flexible interior portion may enable the two rigid portions of thefirst deployable side panel to flex relative to each other when thefirst deployable side panel encounters an obstacle.

A fairing structure for use with vehicles may be summarized asincluding: a deployable upper panel assembly comprising at a deployableupper panel, a first upper wing panel and at least a second upper wingpanel, the first upper wing panel and the second upper wing panel eachpivotally coupled to the deployable upper panel, the deployable upperpanel having a leading edge, a trailing edge, and pivotal about ahorizontal axis to move between a retracted configuration of the fairingstructure in which the deployable upper panel is tilted relativelydownwards from the horizontal axis with the trailing edge of thedeployable upper panel positioned relatively below the leading edge ofthe deployable upper panel and a deployed configuration of the fairingstructure in which the deployable upper panel extends rearwardly of thehorizontal axis and is tilted relatively upwards from the horizontalaxis with the trailing edge of the deployable upper panel positionedrelatively above the leading edge of the deployable upper panel; atleast a first deployable side panel, the first deployable side panelcoupled to translate and pivot in moving between the retractedconfiguration of the fairing structure and the deployed configuration ofthe fairing structure; and at least a second deployable side panel, thesecond deployable side panel coupled to translate and pivot in movingbetween the retracted configuration of the fairing structure and thedeployed configuration of the fairing structure.

In the deployed configuration, the first deployable side panel and thesecond deployable side panel may each taper outwardly in a directiongoing from a front of the fairing structure toward a rear of the fairingstructure. The first deployable side panel may be pivotally coupled tothe deployable upper panel assembly and the second deployable side panelmay be pivotally coupled to the deployable upper panel assembly. Thefirst deployable side panel may be pivotable about an axis that extendsparallel to the proximal edge of the first deployable side panel and thesecond deployable side panel may be pivotable about an axis that extendsparallel to the proximal edge of the second deployable side panel. Theaxis that the first deployable side panel is pivotable about may bespaced from the proximal edge of the first deployable side panel atleast in the deployed configuration of the fairing structure and theaxis that the second deployable side panel is pivotable about may bespaced from the proximal edge of the second deployable side panel atleast in the deployed configuration of the fairing structure. The firstdeployable side panel may be pivotable about an axis that isperpendicular to the horizontal axis and the second deployable sidepanel may be pivotable about an axis that is perpendicular to thehorizontal axis. The first deployable side panel may be coupled totranslate and pivot without any hinge extending along the proximal edgeof the first deployable side panel and the second deployable side panelmay be coupled to translate and pivot without any hinge extending alongthe proximal edge of the second deployable side panel. The deployableupper panel may be a single trapezoidal panel with a trapezoidalprofile.

The fairing structure may further include a single actuator, the singleactuator coupled to the deployable upper panel and operable toselectively move the deployable upper panel between the retracted andthe deployed configurations.

The fairing structure may further include: a first actuator, the firstactuator coupled to the first deployable side panel and operable toselectively move the first deployable side panel between the retractedand the deployed configurations; and a second actuator, the secondactuator coupled to the second deployable side panel and operable toselectively move the second deployable side panel between the retractedand the deployed configurations.

The fairing may further include a third actuator, the third actuatorcoupled to the deployable upper panel and operable to selectively movethe deployable upper panel between the retracted and the deployedconfigurations.

The fairing structure may further include: a first hinge comprising abase and an arm that is rotatably coupled to the base to pivot about avertical axis with respect to the base between a retracted position anda deployed position, the first deployable side panel attached to the armof the first hinge for movement therewith; and a second hinge comprisinga base and an arm that is rotatably coupled to the base to pivot about avertical axis with respect to the base between a retracted position anda deployed position, the second deployable side panel attached to thearm of the second hinge for movement therewith.

The fairing structure may further include at least a third hinge havinga horizontal axis of rotation that is perpendicular to vertical axes ofrotation of the first and the second hinges, the third hinge coupled tothe deployable upper panel.

The fairing structure may further include a static upper panel, whereinthe deployable upper panel assembly is pivotally coupled at the staticupper panel and is pivotal thereabout the horizontal axis.

A fairing structure for use with vehicles having cabs with backs may besummarized as including: a deployable upper panel assembly comprising ata deployable upper panel, a first upper wing panel and at least a secondupper wing panel, the first upper wing panel and the second upper wingpanel each pivotally coupled to the deployable upper panel, thedeployable upper panel having a leading edge, a trailing edge, andpivotal about a horizontal axis to move between a retractedconfiguration of the fairing structure in which the deployable upperpanel extends rearwardly at a negative slope from a back of the cab ofthe vehicle and a deployed configuration of the fairing structure inwhich the deployable upper panel extends rearwardly at a positive slopefrom the back of the cab of the vehicle; at least a first deployableside panel, the first deployable side panel coupled to translate andpivot in moving between the retracted configuration of the fairingstructure and the deployed configuration of the fairing structure; andat least a second deployable side panel, the second deployable sidepanel coupled to translate and pivot in moving between the retractedconfiguration of the fairing structure and the deployed configuration ofthe fairing structure.

In the deployed configuration, the deployable upper panel may extendrearwardly of the horizontal axis and may be tilted relatively upwardsfrom the horizontal axis. In the deployed configuration, the firstdeployable side panel and the second deployable side panel may eachtaper outwardly in a direction going from a front of the fairingstructure toward a rear of the fairing structure. The first deployableside panel may be pivotally coupled to the deployable upper panelassembly and the second deployable side panel may be pivotally coupledto the deployable upper panel assembly. The first deployable side panelmay be pivotable about an axis that extends parallel to the proximaledge of the first deployable side panel and the second deployable sidepanel may be pivotable about an axis that extends parallel to theproximal edge of the second deployable side panel. The axis that thefirst deployable side panel is pivotable about may be spaced from theproximal edge of the first deployable side panel at least in thedeployed configuration of the fairing structure and the axis that thesecond deployable side panel is pivotable about may be spaced from theproximal edge of the second deployable side panel at least in thedeployed configuration of the fairing structure. The first deployableside panel may be pivotable about an axis that is perpendicular to thehorizontal axis and the second deployable side panel may be pivotableabout an axis that is perpendicular to the horizontal axis. The firstdeployable side panel may be coupled to translate and pivot without anyhinge extending parallel along the proximal edge of the first deployableside panel and the second deployable side panel may be coupled totranslate and pivot without any hinge extending along the proximal edgeof the second deployable side panel. The deployable upper panel may be asingle trapezoidal panel with a trapezoidal profile.

The fairing structure may further include a single actuator, the singleactuator coupled to the deployable upper panel and operable toselectively move the deployable upper panel between the retracted andthe deployed configurations.

The fairing structure may further include: a first actuator, the firstactuator coupled to the first deployable side panel and operable toselectively move the first deployable side panel between the retractedand the deployed configurations; and a second actuator, the secondactuator coupled to the second deployable side panel and operable toselectively move the second deployable side panel between the retractedand the deployed configurations.

The fairing structure may further include a third actuator, the thirdactuator coupled to the deployable upper panel and operable toselectively move the deployable upper panel between the retracted andthe deployed configurations.

The fairing structure may further include: a first hinge comprising abase and an arm that is rotatably coupled to the base to pivot about avertical axis with respect to the base between a retracted position anda deployed position, the first deployable side panel attached to the armof the first hinge for movement therewith; and a second hinge comprisinga base and an arm that is rotatably coupled to the base to pivot about avertical axis with respect to the base between a retracted position anda deployed position, the second deployable side panel attached to thearm of the second hinge for movement therewith.

The fairing structure may further include at least a third hinge havinga horizontal axis of rotation that is perpendicular to vertical axes ofrotation of the first and the second hinges, the third hinge coupled tothe deployable upper panel.

A fairing structure for use with vehicles may be summarized asincluding: a deployable upper panel assembly comprising at a deployableupper panel, a first upper wing panel and at least a second upper wingpanel, the first upper wing panel and the second upper wing panel eachpivotally coupled to the deployable upper panel, the deployable upperpanel pivotal about a horizontal axis to move between a retractedconfiguration of the fairing structure and a deployed configuration ofthe fairing structure in which the deployable upper panel extendsrearwardly from a front of the fairing structure towards a rear of thefairing structure; at least a first deployable side panel, the firstdeployable side panel coupled to translate and pivot in moving betweenthe retracted configuration of the fairing structure and the deployedconfiguration of the fairing structure in which the first deployableside panel extends rearwardly from the front of the fairing structure;and at least a second deployable side panel, the second deployable sidepanel coupled to translate and pivot in moving between the retractedconfiguration of the fairing structure and the deployed configuration ofthe fairing structure in which the second deployable side panel extendsrearwardly from the front of the fairing structure, wherein, an areaenclosed by a first perimeter defined by the deployable upper panel andthe first and the second deployable side panels distal to the front ofthe fairing structure is greater than an area enclosed by a secondperimeter defined by the deployable upper panel and the first and thesecond deployable side panels proximate the front of the fairingstructure.

In the deployed configuration, the deployable upper panel may extendrearwardly of the horizontal axis and may be tilted relatively upwardsfrom the horizontal axis. In the deployed configuration, the firstdeployable side panel and the second deployable side panel may eachtaper outwardly in a direction going from the front of the fairingstructure toward the rear of the fairing structure. The first deployableside panel may be pivotally coupled to the deployable upper panelassembly and the second deployable side panel may be pivotally coupledto the deployable upper panel assembly. The first deployable side panelmay be pivotable about an axis that extends parallel to the proximaledge of the first deployable side panel and the second deployable sidepanel may be pivotable about an axis that extends parallel to theproximal edge of the second deployable side panel. The axis that thefirst deployable side panel is pivotable about may be spaced from theproximal edge of the first deployable side panel at least in thedeployed configuration of the fairing structure and the axis that thesecond deployable side panel is pivotable about may be spaced from theproximal edge of the second deployable side panel at least in thedeployed configuration of the fairing structure. The first deployableside panel may be pivotable about an axis that is perpendicular to thehorizontal axis and the second deployable side panel may be pivotableabout an axis that is perpendicular to the horizontal axis. The firstdeployable side panel may be coupled to translate and pivot without anyhinge extending along the proximal edge of the first deployable sidepanel and the second deployable side panel may be coupled to translateand pivot without any hinge extending parallel along the proximal edgeof the second deployable side panel. The deployable upper panel may be asingle trapezoidal panel with a trapezoidal profile.

The fairing structure may further include a single actuator, the singleactuator coupled to the deployable upper panel and operable toselectively move the deployable upper panel between the retracted andthe deployed configurations.

The fairing structure may further include: a first actuator, the firstactuator coupled to the first deployable side panel and operable toselectively move the first deployable side panel between the retractedand the deployed configurations; and a second actuator, the secondactuator coupled to the second deployable side panel and operable toselectively move the second deployable side panel between the retractedand the deployed configurations.

The fairing structure may further include a third actuator, the thirdactuator coupled to the deployable upper panel and operable toselectively move the deployable upper panel between the retracted andthe deployed configurations.

The fairing structure may further include: a first hinge comprising abase and an arm that is rotatably coupled to the base to pivot about avertical axis with respect to the base between a retracted position anda deployed position, the first deployable side panel attached to the armof the first hinge for movement therewith; and a second hinge comprisinga base and an arm that is rotatably coupled to the base to pivot about avertical axis with respect to the base between a retracted position anda deployed position, the second deployable side panel attached to thearm of the second hinge for movement therewith.

The fairing structure may further include at least a third hinge havinga horizontal axis of rotation that is perpendicular to vertical axes ofrotation of the first and the second hinges, the third hinge coupled tothe deployable upper panel.

A fairing structure for use with a vehicle may be summarized asincluding: a deployable upper panel assembly comprising a deployableupper panel, a first upper wing panel and at least a second upper wingpanel, the first upper wing panel and the second upper wing panel eachpivotally coupled to the deployable upper panel, the deployable upperpanel pivotal about a first axis to move the deployable upper panelassembly between a retracted position in a retracted configuration ofthe fairing structure and a deployed position in a deployedconfiguration of the fairing structure; at least a first deployable sidepanel; at least a second deployable side panel; a first hinge comprisinga base and an arm that is rotatably coupled to the base to pivot about arespective first hinge axis with respect to the base between a retractedposition and a deployed position, the first deployable side panelattached to the arm of the first hinge for movement therewith totranslate and pivot in transitioning between the retracted configurationof the fairing structure and the deployed configuration of the fairingstructure; a second hinge comprising a base and an arm that is rotatablycoupled to the base to pivot about a respective second hinge axis withrespect to the base between a retracted position and a deployedposition, the second deployable side panel attached to the arm of thesecond hinge for movement therewith to translate and pivot intransitioning between the retracted configuration of the fairingstructure and the deployed configuration of the fairing structure; andat least one actuator coupled to at least one of the deployable upperpanel, the first deployable side panel or the second deployable sidepanel, and operable to transition the fairing structure between theretracted configuration of the fairing structure and the deployedconfiguration of the fairing structure.

The deployable upper panel may be a single trapezoidal panel with atrapezoidal profile. The at least one actuator may include a singleactuator, the single actuator coupled to the deployable upper panel andoperable to selectively move the deployable upper panel between theretracted and the deployed configurations. The at least one actuator mayinclude: a first actuator, the first actuator coupled to the firstdeployable side panel and operable to selectively move the firstdeployable side panel between the retracted and the deployedconfigurations; and a second actuator, the second actuator coupled tothe second deployable side panel and operable to selectively move thesecond deployable side panel between the retracted and the deployedconfigurations. There may be exactly two actuators. The at least oneactuator may further include a third actuator having a first end and asecond end, the second end opposed to the first end, the second end ofthe third actuator pivotally coupled to the deployable upper panel.There may be exactly three actuators. The first end of the thirdactuator may be attached to a back portion of a cab of a tractor of thevehicle.

The fairing structure may further include at least a third hinge havinga horizontal axis of rotation that is perpendicular to the first and thesecond hinge axes of the first and the second hinges, the third hingecoupled to the deployable upper panel.

The at least one actuator may include: a first actuator having a firstend and a second end, the second end opposed to the first end, the firstend of the first actuator pivotally coupled to the base of the firsthinge and the second end of the first actuator pivotally coupled to thearm of the first hinge at a position on the arm of the first hinge thatis spaced from the base of the first hinge; and a second actuator havinga first end and a second end, the second end opposed to the first end,the first end of the second actuator pivotally coupled to the base ofthe second hinge and the second end of the second actuator pivotallycoupled to the arm of the second hinge at a position on the arm of thesecond hinge that is spaced from the base of the first hinge. The atleast one actuator may include: a first actuator having a first end anda second end, the second end opposed to the first end, the first end ofthe first actuator pivotally coupled to either the base of the firsthinge or a back of a cab of the vehicle and the second end of the firstactuator pivotally coupled to either the arm of the first hinge at aposition on the arm of the first hinge that is spaced from the base ofthe first hinge or to the first deployable side panel; and a secondactuator having a first end and a second end, the second end opposed tothe first end, the first end of the second actuator pivotally coupled toeither the base of the second hinge or the back of the cab of thevehicle and the second end of the second actuator pivotally coupled toeither the arm of the second hinge at a position on the arm of thesecond hinge that is spaced from the base of the second hinge or to thesecond deployable side panel. The first actuator may be a first pistonand cylinder pair, and the second actuator may be a second piston andcylinder pair. The first actuator may be a first solenoid or electricmotor, and the second actuator may be a second solenoid or electricmotor. The first deployable side panel may be pivotal about a respectivesingle axis of rotation and the second deployable side panel may bepivotal about a respective single axis of rotation. The first deployableside panel may have a proximal edge that is an edge of the firstdeployable side panel that is closest to a back of a cab of a tractor ofthe vehicle in the deployed configuration, and the second deployableside panel may have a proximal edge that is an edge of the seconddeployable side panel that is closest to the back of the cab of thetractor of the vehicle in the deployed configuration. The proximal edgeof the first deployable side panel may be spaced along the arm of thefirst hinge from the base of the first hinge and the proximal edge ofthe second deployable side panel may be spaced along the arm of thesecond hinge from the base of the second hinge. The proximal edge of thefirst deployable side panel may be spaced along the arm of the firsthinge from the base of the first hinge by at least 2 inches and theproximal edge of the second deployable side panel may be spaced alongthe arm of the second hinge from the base of the second hinge by atleast 2 inches. The proximal edge of the first deployable side panel maybe spaced along the arm of the first hinge from the base of the firsthinge by a distance that is at least ½ inch longer than a length of acab fairing that extends rearwardly from the cab of the tractor of thevehicle and the proximal edge of the second deployable side panel may bespaced along the arm of the second hinge from the base of the secondhinge by a distance that is at least ½ inch longer than the length ofthe cab fairing that extends rearwardly form the cab of the tractor ofthe vehicle. The base of the first hinge may be attachable to a back ofa cab of a tractor of the vehicle and the base of the second hinge maybe attachable to the back of the cab of the tractor of the vehicle. Inthe deployed configuration, the deployable upper panel may extendrearwardly at a positive slope from a back of the cab of a tractor ofthe vehicle. In the deployed configuration, the first and the seconddeployable side panels may extend rearwardly at a positive slope fromthe back of the cab of the tractor of the vehicle. In the deployedconfiguration, the deployable upper panel may extend rearwardly from aback of a cab of a tractor of the vehicle and the first and the seconddeployable side panels may extend rearwardly from the back of the cab ofthe tractor of the vehicle, an area enclosed by a first perimeterdefined by the deployable upper panel and the first and the seconddeployable side panels distal to the back of the cab of the tractorgreater than an area enclosed by a second perimeter defined by thedeployable upper panel and the first and the second deployable sidepanels proximate the back of the cab of the tractor.

A fairing structure for use with a vehicle may be summarized asincluding: a deployable upper panel assembly comprising a deployableupper panel, a first upper wing panel and at least a second upper wingpanel, the first upper wing panel and the second upper wing panel eachpivotally coupled to the deployable upper panel; at least a firstdeployable flexible side panel; at least a second deployable flexibleside panel; a plurality of hinges that couple the deployable upper panelto pivot about a first axis of rotation to move the deployable upperpanel assembly between a retracted position in a retracted configurationof the fairing structure and a deployed position in a deployedconfiguration of the fairing structure, couple the first deployableflexible side panel to translate and to pivot about a second axis ofrotation to move the first deployable flexible side panel between aretracted position in a retracted configuration of the fairing structureand a deployed position in a deployed configuration of the fairingstructure, and couple the second deployable flexible side panel totranslate and to pivot about a third axis of rotation to move the seconddeployable flexible side panel between a retracted position in aretracted configuration of the fairing structure and a deployed positionin a deployed configuration of the fairing structure; and at least oneactuator coupled to drive at least one of the deployable upper panel,the first deployable flexible side panel, or the second deployableflexible side panel, the fairing structure kinematicallyover-constrained but for a combined flexibility of the first deployableflexible side panel, and the second deployable flexible side panel. Thedeployable upper panel may be a single trapezoidal panel with atrapezoidal profile. The at least one actuator may include: a firstactuator, the first actuator coupled to the first deployable side paneland operable to selectively move the first deployable side panel betweenthe retracted and the deployed configurations; and a second actuator,the second actuator coupled to the second deployable side panel andoperable to selectively move the second deployable side panel betweenthe retracted and the deployed configurations.

There may be exactly two actuators. The at least one actuator mayfurther include a third actuator having a first end and a second end,the second end opposed to the first end, the second end of the thirdactuator pivotally coupled to the deployable upper panel. There may beexactly three actuators. There may be only one hinge that directlyattaches the first deployable side panel to the vehicle and only onehinge that directly attaches the second deployable side panel to thevehicle. The only one hinge that directly attaches the first deployableside panel to the vehicle may be a first hinge having a base and an armthat is pivotally moveable with respect to the base of the first hinge,the only one hinge that directly attaches the second deployable sidepanel to the vehicle may be a second hinge having a base and an arm thatis pivotally moveable with respect to the base of the second hinge, andthe at least one actuator may include a first actuator and a secondactuator, the first actuator having a first end and a second end, thefirst end of the first actuator pivotally coupled to the base of thefirst hinge and the second end of the first actuator pivotally coupledto the arm of the first hinge at a position on the arm of the firsthinge that is spaced from the base of the first hinge, the secondactuator having a first end and a second end, the first end of thesecond actuator pivotally coupled to the base of the second hinge andthe second end of the second actuator pivotally coupled to the arm ofthe second hinge at a position on the arm of the second hinge that isspaced from the base of the second hinge. There may be one or morehinges that directly attach the deployable upper panel to the vehicle,and the plurality of actuators may include a third actuator, the thirdactuator having a first end and a second end, the first end of the thirdactuator pivotally coupled to the deployable upper panel and the secondend of the third actuator pivotally coupled to a back of a cab of thevehicle. The arm of the first hinge may be rotatably coupled to the baseof the first hinge to pivot with respect to the base about the firstaxis of rotation between the retracted position and the deployedposition, the first deployable flexible side panel attached to the armof the first hinge for movement therewith, and the arm of the secondhinge may be rotatably coupled to the base of the second hinge to pivotwith respect to the base of the second hinge about the second axis ofrotation between the retracted position and the deployed position, thesecond deployable flexible side panel attached to the arm of the secondhinge for movement therewith. The plurality of hinges may include atleast a third hinge, the first axis of rotation that is perpendicular tosecond and the third axes of rotation of the first and the secondhinges, the third hinge coupled to the deployable upper panel. In thedeployed configuration, the deployable upper panel extends rearwardlyand upwardly at a positive slope from a back of the cab of a tractor ofthe vehicle and the first and the second deployable flexible side panelsextend rearwardly and outwardly at a positive slope from the back of thecab of the tractor of the vehicle. In the deployed configuration, thedeployable upper panel extends rearwardly from a back of a cab of atractor of the vehicle and the first and the second flexible deployableside panels extend rearwardly from the back of the cab of the tractor ofthe vehicle, an area enclosed by a first perimeter defined by thedeployable upper panel and the first and the second deployable flexibleside panels distal to the back of the cab of the tractor greater than anarea enclosed by a second perimeter defined by the deployable upperpanel and the first and the second deployable flexible side panelsproximate the back of the cab of the tractor. The first and the seconddeployable flexible side panels may each comprise a respective skin. Therespective skins of the first and the second deployable flexible sidepanels may each comprise glass reinforced plastic (e.g., polypropyleneand glass fiber). The first and the second deployable flexible sidepanels may each comprise a respective frame to which the respective skinis attached. The respective frames of the first and the seconddeployable flexible side panels may each comprise at least one tube.

The fairing structure may further include a set of resilient shockabsorbers interposed between the first and the second deployableflexible side panels and respective ones of the plurality of hinges towhich the first and the second deployable flexible side panels areattached.

The deployable upper panel may be a flexible deployable upper panel.

The fairing structure may further include a controller coupled tocontrol a supply of fluid to the at least one actuator, and to cause theat least one actuator to i) retract the first deployable flexible sidepanel sufficiently to elastically deform the first deployable flexibleside panel without plastic deformation to either the first deployableflexible side panel, the deployable upper panel, or the first upper wingpanel and ii) retract the second deployable flexible side panelsufficiently to elastically deform the second deployable flexible sidepanel without plastic deformation to either the second deployableflexible side panel, the deployable upper panel, or the second upperwing panel.

A fairing structure for use with a vehicle may be summarized asincluding: a deployable upper panel assembly comprising a deployableupper panel; a first deployable flexible side panel; a second deployableflexible side panel; a plurality of hinges that couple the deployableupper panel to pivot about a first axis of rotation to move thedeployable upper panel assembly between a retracted position in aretracted configuration of the fairing structure and a deployed positionin a deployed configuration of the fairing structure, couple the firstdeployable flexible side panel to translate and to pivot about a secondaxis of rotation to move the first deployable flexible side panelbetween a retracted position in a retracted configuration of the fairingstructure and a deployed position in a deployed configuration of thefairing structure, and couple the second deployable flexible side panelto translate and to pivot about a third axis of rotation to move thesecond deployable flexible side panel between a retracted position in aretracted configuration of the fairing structure and a deployed positionin a deployed configuration of the fairing structure; and at least oneactuator coupled to drive at least one of the deployable upper panel,the first deployable flexible side panel, or the second deployableflexible side panel, in the retracted configuration the first deployableflexible side panel elastically deforms to load the first deployableflexible side panel without plastic deformation to either the firstdeployable flexible side panel, the deployable upper panel, or the firstupper wing panel and the second deployable flexible side panelelastically deforms to load the second deployable flexible side panelwithout plastic deformation to either the second deployable flexibleside panel, the deployable upper panel, or the second upper wing panel.

The deployable upper panel may be a single trapezoidal panel with atrapezoidal profile. The deployable upper panel assembly may furtherinclude a first upper wing panel and at least a second upper wing panel,the first upper wing panel and the second upper wing panel eachpivotally coupled to the deployable upper panel. The at least oneactuator may include: a first actuator, the first actuator coupled tothe first deployable side panel and operable to selectively move thefirst deployable side panel between the retracted and the deployedconfigurations; and a second actuator, the second actuator coupled tothe second deployable side panel and operable to selectively move thesecond deployable side panel between the retracted and the deployedconfigurations. There may be exactly two actuators. The at least oneactuator may further include a third actuator having a first end and asecond end, the second end opposed to the first end, the second end ofthe third actuator pivotally coupled to the deployable upper panel.There may be exactly three actuators. There may be only one hinge thatdirectly attaches the first deployable side panel to the vehicle andonly one hinge that directly attaches the second deployable side panelto the vehicle. The only one hinge that directly attaches the firstdeployable side panel to the vehicle may be a first hinge having a baseand an arm that is pivotally moveable with respect to the base of thefirst hinge, the only one hinge that directly attaches the seconddeployable side panel to the vehicle may be a second hinge having a baseand an arm that is pivotally moveable with respect to the base of thesecond hinge, and the at least one actuator may include a first actuatorand a second actuator, the first actuator having a first end and asecond end, the first end of the first actuator pivotally coupled to thebase of the first hinge and the second end of the first actuatorpivotally coupled to the arm of the first hinge at a position on the armof the first hinge that is spaced from the base of the first hinge, thesecond actuator having a first end and a second end, the first end ofthe second actuator pivotally coupled to the base of the second hingeand the second end of the second actuator pivotally coupled to the armof the second hinge at a position on the arm of the second hinge that isspaced from the base of the second hinge. There may be one or morehinges that directly attaches the deployable upper panel to the vehicle,and the plurality of actuators may include a third actuator, the thirdactuator having a first end and a second end, the first end of the thirdactuator pivotally coupled to the deployable upper panel and the secondend of the third actuator pivotally coupled to a back of a cab of thevehicle. The arm of the first hinge may be rotatably coupled to the baseof the first hinge to pivot with respect to the base about the firstaxis of rotation between the retracted position and the deployedposition, the first deployable flexible side panel attached to the armof the first hinge for movement therewith, and the arm of the secondhinge may be rotatably coupled to the base of the second hinge to pivotwith respect to the base of the second hinge about the second axis ofrotation between the retracted position and the deployed position, thesecond deployable flexible side panel attached to the arm of the secondhinge for movement therewith. The plurality of hinges may include atleast a third hinge rotatable about the first axis of rotation that isperpendicular to the second and the third axes of rotation of the firstand the second hinges, the third hinge coupled to the deployable upperpanel. In the deployed configuration, the deployable upper panel mayextend rearwardly and upwardly at a positive slope from a back of thecab of a tractor of the vehicle and the first and the second deployableflexible side panels may extend rearwardly and outwardly at a positiveslope from the back of the cab of the tractor of the vehicle. In thedeployed configuration, the deployable upper panel may extend rearwardlyfrom a back of a cab of a tractor of the vehicle and the first and thesecond flexible deployable side panels may extend rearwardly from theback of the cab of the tractor of the vehicle, an area enclosed by afirst perimeter defined by the deployable upper panel and the first andthe second deployable flexible side panels distal to the back of the cabof the tractor greater than an area enclosed by a second perimeterdefined by the deployable upper panel and the first and the seconddeployable flexible side panels proximate the back of the cab of thetractor. The first and the second deployable flexible side panels mayeach comprise a respective skin. The respective skins of the first andthe second deployable flexible side panels may each comprise glassreinforced plastic (e.g., polypropylene and glass fiber). The first andthe second deployable flexible side panels may each comprise arespective frame to which the respective skin is attached. Therespective frames of the first and the second deployable flexible sidepanels may each comprise at least one tube.

The fairing structure may further include a set of resilient shockabsorbers interposed between the first and the second deployableflexible side panels and respective ones of the plurality of hinges towhich the first and the second deployable flexible side panels areattached.

The deployable upper panel may be a flexible deployable upper panel.

The fairing structure may further include: a controller coupled tocontrol a supply of fluid to the at least one actuator, and to cause theat least one actuator to i) retract the first deployable flexible sidepanel sufficiently to elastically deform the first deployable flexibleside panel without plastic deformation to either the first deployableflexible side panel or the deployable upper panel and ii) retract thesecond deployable flexible side panel sufficiently to elastically deformthe second deployable flexible side panel without plastic deformation toeither the second deployable flexible side panel or the deployable upperpanel.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

In the drawings, identical reference numbers identify similar elementsor acts. The sizes and relative positions of elements in the drawingsare not necessarily drawn to scale. For example, the shapes of variouselements and angles are not necessarily drawn to scale, and some ofthese elements are arbitrarily enlarged and positioned to improvedrawing legibility. Further, the particular shapes of the elements asdrawn, are not necessarily intended to convey any information regardingthe actual shape of the particular elements, and have been solelyselected for ease of recognition in the drawings.

FIG. 1A is a left side elevational view of a coupled vehicle comprisinga tractor and a trailer, and which employs deployable faring to close agap between the tractor and the trailer, according to one illustratedembodiment, the deployable faring illustrated in a deployedconfiguration expanded proximate one of the vehicles.

FIG. 1B is a rear, left side, isometric view of the coupled vehicle anddeployable faring of FIG. 1A, the deployable faring illustrated in thedeployed configuration.

FIG. 1C is a front, left side, isometric view of the coupled vehicle anddeployable faring of FIG. 1A, the deployable faring illustrated in thedeployed configuration.

FIG. 1D is a rear, left side, isometric view of the tractor anddeployable faring of FIG. 1A, the deployable faring illustrated in thedeployed configuration.

FIG. 2A is a left side elevational view of a coupled vehicle comprisinga tractor and a trailer, and which employs deployable faring to close agap between the tractor and the trailer, according to one illustratedembodiment, the deployable faring illustrated in a retracted orun-deployed configuration retracted against one of the vehicles.

FIG. 2B is a rear, left side, isometric view of the coupled vehicle anddeployable faring of FIG. 2A, the deployable faring illustrated in theretracted configuration.

FIG. 2C is a front, left side, isometric view of the coupled vehicle anddeployable faring of FIG. 2A, the deployable faring illustrated in theretracted configuration.

FIG. 2D is a rear, left side, isometric view of the tractor anddeployable faring of FIG. 2A, the deployable faring illustrated in theretracted configuration.

FIG. 3A is a rear, left side, isometric view of the tractor anddeployable fairing of FIGS. 1D and 2D, with the deployable faringillustrated in an intermediate configuration, between the deployed andthe retracted configurations.

FIG. 3B is a left side elevational view of the tractor and deployablefairing of FIGS. 1D and 2D, with the deployable faring illustrated in anintermediate configuration, between the deployed and the retractedconfigurations.

FIG. 4A is a top, rear, right side elevational view of a deployablefairing according to one illustrated implementation, which includes astatic D-gap panel, upper and lower horizontal panel assemblies, leftand right side panels, and a frame, the deployable fairing illustratedin the deployed configuration.

FIG. 4B is a bottom, rear, left side elevational view of a deployablefairing of FIG. 4A, which better illustrates a frame and an actuatorselective operable to move the deployable fairing between the retractedand deployed configurations.

FIG. 4C is a right side elevational view of the deployable fairing ofFIG. 4A, with the right side panel removed to better illustrate theframe and actuator.

FIG. 4D is a top, rear, right side elevational view of a deployablefairing of FIG. 4A illustrated in the deployed configuration, with eachof the hinge axes identified in bold lines.

FIG. 4E shows a top-level view of a side panel that has a flexibleinterior portion that extends vertically from a top edge of the sidepanel to the bottom edge of the side panel, according to one illustratedembodiment.

FIG. 5A is a top plan view of a deployable fairing in the deployedconfiguration.

FIG. 5B is a top plan view of the deployable fairing of FIG. 5A in anintermediary or partially deployed configuration.

FIG. 5C is a top plan view of the deployable fairing of FIG. 5A in aretracted or un-deployed configuration.

FIG. 6A is a top, rear, right side isometric view of the deployablefairing of FIG. 5A in the deployed configuration.

FIG. 6B is a top, rear, right side isometric view of the deployablefairing of FIG. 5A in an intermediary or partially deployedconfiguration.

FIG. 6C is a top, rear, right side isometric view of the deployablefairing of FIG. 5A in a retracted or un-deployed configuration.

FIG. 7A is a right side elevational view of the deployable fairing ofFIG. 5A in the deployed configuration.

FIG. 7B is a right side elevational view of the deployable fairing ofFIG. 5A in an intermediary or partially deployed configuration.

FIG. 7C is a right side elevational view of the deployable fairing ofFIG. 5A in a retracted or un-deployed configuration.

FIG. 8A is a rear elevational view of the deployable fairing of FIG. 5Ain the deployed configuration.

FIG. 8B is a rear elevational view of the deployable fairing of FIG. 5Ain an intermediary or partially deployed configuration.

FIG. 8C is a rear elevational view of the deployable fairing of FIG. 5Ain a retracted or un-deployed configuration.

FIG. 9 is a top plan view of a deployable fairing showing the right andleft side panels with a bent edge moving through a variety ofconfigurations, from the deployed configuration to the retracted orun-deployed configuration and therebetween, and better illustrating arotation of the left and the right side panels about vertical axes (outof drawing sheet) and rotation of the deployable upper panel about alateral axis (planar with drawing sheet).

FIG. 10A is a top, rear, right-side isometric view of a deployablefairing in which the deployable fairing is shown in a deployedconfiguration, according to at least one illustrated implementation.

FIG. 10B is a rear elevational view of the deployable fairing of FIG.10A in which the deployable fairing is shown in the deployedconfiguration, according to at least one illustrated implementation.

FIG. 10C is a top plan view of the deployable fairing of FIG. 10A inwhich the deployable fairing is shown in the deployed configuration,according to at least one illustrated implementation.

FIG. 10D is a right side elevational view of the deployable fairing ofFIG. 10A in which the deployable fairing is shown in the deployedconfiguration, according to at least one illustrated implementation.

FIG. 10E is a bottom, rear, left-side isometric view of the deployablefairing of FIG. 10A in which the deployable fairing is shown in thedeployed configuration, according to at least one illustratedimplementation.

FIG. 11A is a top, rear, right-side isometric view of the deployablefairing of FIG. 10A in which the deployable fairing is shown in aretracted configuration, according to at least one illustratedimplementation.

FIG. 11B is a rear elevational view of the deployable fairing of FIG.10A in which the deployable fairing is shown in a retractedconfiguration, according to at least one illustrated implementation.

FIG. 12A is a top, rear, right-side isometric view of a deployablefairing in which side panels are separated from a deployable upperpanel, according to at least one illustrated implementation.

FIG. 12B is a rear elevational view of the deployable fairing of FIG.12A in which the deployable fairing is in a retracted configuration,according to at least one illustrated implementation.

FIG. 12C is a top, rear, right-side isometric view of the deployablefairing of FIG. 12A in which the deployable fairing is in the retractedconfiguration, according to at least one illustrated implementation.

FIG. 13A is a top, rear, right-side isometric view of a deployablefairing in which one end of each side hinge is physically, rotatablycoupled directly to the respective side panel, according to at least oneillustrated implementation.

FIG. 13B is a top, rear, right-side isometric view of a deployablefairing in which one end of each side hinge is physically, rotatablycoupled directly to the back of a cab, according to at least oneillustrated implementation.

FIG. 13C is a top, rear, right-side isometric view of a deployablefairing in which one end of each side hinge is physically, rotatablycoupled directly to the respective side panel, and the other end of eachside hinge is physically, rotatably coupled directly to the back of acab, according to at least one illustrated implementation.

FIG. 13D is a top, rear, right-side isometric view of a portion of adeployable fairing in which one end of each side hinge is physically,rotatably coupled to a panel that extends across the back of the cab,according to at least one illustrated implementation.

FIG. 14A is an isometric view of a side panel which comprises of a flatskin coupled to a frame formed by a pair of closed tubes which extendalong opposed sides or edges of the skin, according to at least oneillustrated implementation.

FIG. 14B is an elevational view of the side panel of FIG. 14A.

FIG. 14C is a plan view of the side panel of FIG. 14A.

FIG. 15A is an isometric view of a side panel comprises of a skin havinga flat major portion, with a four bend edge along a pair of opposedsides or edges of the skin, according to at least one illustratedimplementation.

FIG. 15B is an elevational view of the side panel of FIG. 15A.

FIG. 15C is a plan view of the side panel of FIG. 15A.

FIG. 16A is an isometric view of a side panel comprises of a skin havinga flat major portion, with a three bend edge along a pair of opposedsides or edges of the skin, according to at least one illustratedimplementation.

FIG. 16B is an elevational view of the side panel of FIG. 16A.

FIG. 16C is a plan view of the side panel of FIG. 16A.

FIG. 17A is an isometric view of a side panel comprises of a skin havinga curved major portion coupled to a frame formed by a pair of closedtubes which extend along opposed sides or edges of the skin, accordingto at least one illustrated implementation.

FIG. 17B is an elevational view of the side panel of FIG. 17A.

FIG. 17C is a plan view of the side panel of FIG. 17A.

FIG. 18A is a top plan view of a side panel hinge (e.g., the left hingeand the right hinge) shown in an extended configuration in which one endof the hinge actuator is rotatably coupled to a base of the side panelhinge and an opposite end of the hinge actuator is rotatably coupled toa portion of the arm of the side panel hinge, according to at least oneillustrated implementation.

FIG. 18B is a side elevational view of the side panel hinge of FIG. 18Ashown in an extended configuration, according to at least oneillustrated implementation.

FIG. 18C is a top plan view of the side panel hinge of FIG. 18A shown ina retracted configuration, according to at least one illustratedimplementation.

FIG. 19A is a top, right isometric view of a portion of a fairing systemthat includes a left actuator, a right actuator, and a static D-gappanel, with the fairing system shown in an extended configuration,according to at least one illustrated implementation.

FIG. 19B is a top, right isometric view of the portion of the fairingsystem of FIG. 19A with the fairing system is shown in a retractedconfiguration, according to at least one illustrated implementation.

FIG. 20A is a top plan view of a deployable upper panel assembly,according to at least one illustrated implementation.

FIG. 20B is a side elevational view of a side panel with an upper edgethat has an upper slope, according to at least one illustratedimplementation.

FIG. 20C is a top, right isometric view of a deployable upper panel andtwo side panels in an extended configuration, according to at least oneillustrated implementation.

FIG. 21 is a schematic diagram of a control system for the deployablefairing system according to one illustrated embodiment, the deployablefairing system operable to automatically selectively move a gap closingdeployable fairing between a deployed configuration and an un-deployedconfiguration based on a signal indicative of a speed or location of atleast one of the vehicles.

FIG. 22 is an isometric view of a double tethered airline connectionshowing a first tether and a second tether connected to an airline,according to at least one illustrated implementation.

DETAILED DESCRIPTION

In the following description, certain specific details are set forth inorder to provide a thorough understanding of various disclosedembodiments. However, one skilled in the relevant art will recognizethat embodiments may be practiced without one or more of these specificdetails, or with other methods, components, materials, etc. In otherinstances, well-known structures associated with coupled vehicles, forexample tractor-trailer combinations, and with wireless communicationshave not been shown or described in detail to avoid unnecessarilyobscuring descriptions of the embodiments.

Unless the context requires otherwise, throughout the specification andclaims which follow, the word “comprise” and variations thereof, suchas, “comprises” and “comprising” are to be construed in an open,inclusive sense, that is as “including, but not limited to.”

Reference throughout this specification to “one embodiment,” “oneimplementation,” “an embodiment,” or “an implementation” means that aparticular feature, structure or characteristic described in connectionwith the embodiment or implementation is included in at least oneembodiment or one implementation. Thus, the appearances of the phrases“in one embodiment,” “in one implementation,” “in an embodiment,” “or“in one implementation” in various places throughout this specificationare not necessarily all referring to the same embodiment or to the sameimplementation. Furthermore, the particular features, structures, orcharacteristics may be combined in any suitable manner in one or moreembodiments or implementations.

As used in this specification and the appended claims, the singularforms “a,” “an,” and “the” include plural referents unless the contentclearly dictates otherwise. It should also be noted that the term “or”is generally employed in its sense including “and/or” unless the contentclearly dictates otherwise.

The headings and Abstract of the Disclosure provided herein are forconvenience only and do not interpret the scope or meaning of theembodiments.

This disclosure describes various apparatus, methods and articlesrelated to increasing fuel efficiency for coupled vehicles. Whiledescribed in terms of a tractor-trailer combination, such may be used inconjunction with other coupled vehicles.

FIGS. 1A, 1B, 10, and 1D show a vehicle 10 in the form of a coupledvehicle comprising a tractor 10 a and a trailer 10 b, and a deployablefairing system 12 with a deployable fairing 16 shown in an extended ordeployed configuration 20, according to one illustrated implementation.FIGS. 2A, 2B, 2C, and 2D show the coupled vehicle 10 with the deployablefairing 16 in a retracted or un-deployed configuration 18, according toone illustrated implementation.

The vehicle 10 includes, for example, a lead vehicle, which in typicaloperation is at the front or ahead of a trailing vehicle with respect toa direction of travel during normal operation. It is recognized that insome instances, the lead vehicle may at times be behind the trailingvehicle, for example when backing up. In the illustrated embodiment, thelead vehicle is the tractor 10 a, which includes an engine (e.g.,internal combustion diesel engine, not shown), a transmission (notshown), drive wheels, steering wheel, throttle (not shown), and brakes(not shown). The tractor 10 a may be typical of those commonly used inlong haul trucking within the United States, such as those manufacturedand sold under the Kenworth and Peterbilt trademarks. The tractor 10 amay include a cab 10 c in which the driver or operator sits whiledriving or operating the tractor 10 a. The tractor 10 a may also includea sleeper cab 10 d, located behind the cab 10 c, which a driver oroperator may use as a residence or sleep area when the tractor 10 a isparked. The back of the tractor may have a width 10 e. The tractor mayhave one or more ferrules, fairings, cowlings, air dams, deflectors,and/or spoilers located at various locations to reduce aerodynamic dragand thereby increase fuel efficiency.

The trailer 10 b may take any of a variety of forms. For example, thetrailer 10 b may take the form of a semi-trailer, which includes a setof rear wheels, relying on the tractor 10 a to support a portion of theweight of the trailer 10 b at a front end of the trailer 10 b, insteadof having a front axle. The trailer 10 b may take the form of a boxtrailer, or any variety of other types of trailers, for instance bus,curtain side, flatbed, “low boy”, refrigerated or “reefer”, tanker, drybulk, car carrier, drop deck, “double decker” or sidelifter trailers.

The trailer 10 b is physically coupled to the tractor 10 a. For example,the tractor 10 a may carry a fifth wheel, to which the trailer 10 b isremovably or detachably physically coupled. Fifth wheels include metalplates skid plates and jaws on one vehicle, usually the tractor, andwhich receive a kingpin carried by the other vehicle, usually thetrailer. Fifth wheels are commonly employed in tractor trailercombinations 10, so will not be described in detail. There may beadditional couplings between the tractor 10 a or components thereof andthe trailer 10 b or components thereof. For example, there may be one ormore electrical couplings, pneumatic couplings and/or hydrauliccouplings. Such may, for example, provide electrical power or signals tothe trailer 10 b or component thereof, for instance a refrigerationsystem, turn signal indicators and/or brake lights. Such may, forexample, supply pressurized fluid or air to the trailer 10 b or acomponent thereof, for instance brakes.

Notably, a gap 14 exists between the tractor 10 a and the trailer 10 b.The gap 14 is sufficiently large as to allow the tractor-trailercombination 10 to maneuver as need, for example through surface streetsof a city of town. For instance, the gap 14 may be approximately 1.5meters or 4.5 feet in length. This gap 14 negatively affects aerodynamicand hence hinders fuel efficiency, particularly at higher speeds such ashighway speeds (e.g., 55-75 mph). Without being bound to such, Applicantbelieves that closing the gap 14 may result in an approximately 8%reduction in fuel costs.

As illustrated, the deployable fairing system 12 includes a deployablefairing 16 and optionally a static cab fairing 17. As previously noted,FIGS. 2A-2D illustrate the deployable fairing 16 in an extended ordeployed configuration 20. In particular, the deployable fairing 16 doesnot extend the full length of the gap 14 between the tractor 10 a andtrailer 10 b in the un-deployed or unextended configuration or position18, and in fact is preferably retracted to be close to the back of thecab 10 c, 10 d, for example against or proximate the static cab fairing17. As previously noted, FIGS. 1A-1D illustrate the deployable fairing16 in a deployed or extended configuration or position 20. Inparticular, the combination of the static cab fairing 17 and thedeployable fairing 16 extends the full length or almost the full lengthof the gap 14 between the tractor 10 a and trailer 10 b when thedeployable fairing 16 is in the deployed or extended configuration orposition 20. Thus, the combination of the static cab fairing 17 and thedeployable fairing 16 extends over halfway, and preferably over threequarters of the way or over seven eighths of the way across the gap 14.

As discussed in detail below, the deployable fairing system 12 canautomatically selectively move the deployable fairing 16 between theun-deployed or unextended configuration or position 18 and the deployedor extended configuration or position 20 in response to, or based on, aspeed or expected speed of at least one of the coupled vehicles 10 a, 10b. Thus, the deployable fairing 16 may be in the deployed or extendedconfiguration or position 20 when the tractor-trailer combination 10 isoperating at relatively fast speeds or on roads or portions of roadswhere a posted speed limit is relatively fast or high. This canadvantageously reduce aerodynamic drag, thereby increasing fuelefficiency. Likewise, the deployable fairing 16 may be in theun-deployed or unextended configuration or position 18 when thetractor-trailer combination 10 is operating at relatively slow speeds oron roads or portions of roads where a posted speed limit is relativelyslow or low. This may advantageously improve maneuverability on suchroads or during such times that maneuverability is most desired and whenor where the gap 14 least adversely affects fuel efficiency.

FIGS. 3A and 3B show the tractor 10 a, the static cab faring 17 and thedeployable fairing 16 in a partially deployed or intermediateconfiguration 22. The deployable fairing 16 can, for example, take onthe partially deployed or intermediate configuration 22 while moving ortransiting between the deployed or extended configuration and theretracted or un-deployed configuration. Alternatively or additionally,the deployable fairing 16 can, for example, take on the partiallydeployed or intermediate configuration 22 when there is no trailer 10 bcoupled to the tractor 10 a. Thus, in at least some instances thedeployable fairing 16 can be moved from, for example, the retracted orun-deployed configuration 18 to the partially deployed or intermediateconfiguration 22 and held in the partially deployed or intermediateconfiguration 22, without moving to the deployed or extendedconfiguration 20. Such may advantageously increase fuel efficiency evenwhen the vehicle 10 is not a coupled vehicle or train of vehicles.

FIGS. 4A, 4B, and 4C show a deployable fairing system 12 with adeployable fairing 16 shown in an extended or deployed configuration 20,according to one illustrated implementation. FIG. 4D is a top, rear,right side elevational view of the deployable fairing system 12 of FIG.4A illustrated in the deployed configuration, with each of the hingeaxes discussed below identified in bold lines. In some implementations,the deployable fairing system 12 includes a static D-gap panel 24, upperand lower horizontal panel assemblies 26 and 28, respectively, left andright side panels 30 and 32, respectively, a frame 34, and an actuator36. The static D-gap panel 24 is attached to the back of the cab 10 c,10 d and extends horizontally rearward towards the trailer 10 b. Thestatic D-gap panel 24 has a D-shaped profile, with a major curved edge25 proximate the back of the cab 10 c, 10 d. The static D-gap panel 24has a substantially straight edge 27 opposing the major curved edge 25that is distal to the cab 10 c, 10 d. The static D-gap panel 24 may beused to accommodate various shapes and configurations for the back ofthe cab 10 c, 10 d, thus enabling the deployable fairing system 12 to beinstalled, for example, as a retrofit on existing tractors 10 a withoutcreating a gap between the deployable fairing system 12 and the back ofthe cab 10 c, 10 d. In some implementations, the deployable fairingsystem 12 may not include the static D-gap panel 24.

In some implementations, the frame 34 attaches to the cab 10 c, 10 d ata lower attachment 38, a middle attachment 40, and an upper attachment42. The lower, middle, and upper attachments 38, 40, and 42 are eachphysically coupled to the cab 10 c, 10 d using one or more bolts orother fasteners (e.g., rivets, screws, clamps). In many instances, theremay be a limited number of locations on a cab 10 c, 10 d which arestrong enough to provide a secure attachment location. Each of thelower, middle, and upper attachments 38, 40, and 42, respectively,includes one or more rods 44 that project outwardly from the respectiveattachments 38, 40, and 42 to provide support for the remaining portionof the deployable fairing system 12. In some implementations, a proximalend of each rod 44 may be affixed or otherwise physically coupled to oneof the lower, middle, or upper attachment 38, 40, or 42, respectively,and project upwardly and rearwardly from the respective lower, middle,or upper attachment 38, 40, or 42, to which it is affixed. The distalend of each rod 44 may be attached to one of an upper bar 46, a middlebar 48, or a lower bar 50.

Each of the upper bar 46, the middle bar 48, and the lower bar 50extends in a lateral direction across the width 10 e of the cab 10 a,horizontal with respect to the ground and perpendicular with respect tothe direction of forward travel during normal operation of the vehicle10. The upper bar 46 is attached to the distal, substantially straightedge 27 of the static D-gap panel 24. One or more hinges positionedalong the upper bar 46 form an upper lateral axis 47 and pivotallycouple the upper horizontal panel assembly 26 to the upper bar 46,enabling the upper horizontal panel assembly 26 to rotate about theupper lateral axis 47, as described below. The lower bar 50 may bedirectly below the upper bar 46 such that the lower bar 50 and the upperbar 46 form a vertical plane that is perpendicular with respect to thedirection of forward travel during normal operation of the vehicle 10.In some implementations, a left and a right vertical support 52 and 54,respectively, are affixed or otherwise physically coupled to the upperbar 46 and the lower bar 50 to provide additional bracing and supportfor the frame 34. The lower bar 50 may be located about one-third of theway up from the bottom of one or both of the left and the right sidepanels 30 and 32, respectively. One or more hinges positioned along thelower bar 50 form a lower lateral axis 51 and physically couple thelower horizontal panel assembly 28 to the lower bar 50, enabling thelower horizontal panel assembly 28 to rotate about the lower lateralaxis 51, as described below.

The middle bar 48 may be located in a vertical position about half waybetween the upper bar 46 and the lower bar 50. In some implementations,the middle bar 48 is located in a horizontal position between the backof the cab 10 c, 10 d and the vertical plane formed by the upper bar 46and the lower bar 50. One or more horizontal supports (e.g., lefthorizontal support 56 and right horizontal support 58) may projectrearwardly from the middle bar 48 and attach to the left verticalsupport 52 and the right vertical support 54 to provide additionalbracing and support for the frame 34. The proximal end of the actuator36 is pivotally coupled to the middle bar 48 with one or more hingesthat enable the actuator 36 to pivot about a horizontal, lateral axisthat extends through the hinges that couple the actuator 36 to themiddle bar 48. The actuator 36 rotates about this horizontal, lateralaxis as the deployable fairing 16 moves between the unextended position18 and the extended position 20. The distal end of the actuator 36 islocated upward and rearward from the proximal end of the actuator 36,and is attached to the upper horizontal panel assembly 26 with one ormore hinges. These hinges enable the actuator 36 and the upperhorizontal panel assembly 26 to rotate relative to each other as theactuator 36 moves the deployable fairing 16 between the unextendedposition 18 and the extended position 20.

The upper horizontal panel assembly 26 includes a deployable upper panel60, a left upper wing panel 62, and a right upper wing panel 64. Thedeployable upper panel 60 is shaped like a trapezoid, with two bases, orparallel sides, (longer base 66 and shorter base 68) that extend in alateral direction across the width 10 e of the cab 10 c. In someimplementations, the deployable upper panel 60 may be shaped like atrapezoid but with one or more corners along the longer base cut off toform two additional short sides. Further in some implementations, thedeployable upper panel 60 may be elongated at the shorter base 68, suchas shown in FIG. 4A, thus forming two short sides (e.g., left short side68 a and right short side 68 b) perpendicular to short base 68. In someimplementations, the longer base 66 of the deployable upper panel 60 islocated proximate the static D-gap panel 24 and forms a major edge thatis pivotally coupled to the upper bar 46 or the substantially straightedge 27 of the static D-gap panel 24 using one or more hinges. Thehinges enable the deployable upper panel 60 to rotate about the upperlateral axis 47 that extends in a lateral direction across the width 10e of the cab 10 c, parallel to the longer base 66 and perpendicular tothe direction of travel during normal operation, as discussed below. Thetwo legs (left leg 70 and right leg 72) of the deployable upper panel 60form axes (left axis 71 and right axis 73) that have non-zero acuteangles with respect to the longer base 66 and the upper lateral axis 47of the deployable upper panel 60. The left upper wing panel 62 ispivotally coupled to the deployable upper panel 60 using one or morehinges that form the left axis 71 along the left leg 70, and the rightupper wing panel 64 is pivotally coupled to the deployable upper panel60 using one or more hinges that form the right axis 73 along the rightleg 72.

The left upper wing panel 62 has a trapezoidal profile with two parallelbase edges (longer base edge 74 and shorter base 75). The longer baseedge 74 forms the outside left edge of the upper horizontal panelassembly 26 when the deployable fairing 16 is in the extended position20. The longer base edge 74 is pivotally coupled to the left side panel30 using one or more hinges that enable the left upper wing panel 62 topivot relative to a left horizontal axis 61 formed by the top edge ofthe left side panel 30. The hinges that pivotally couple the left upperwing panel 62 to the deployable upper panel 60 along the left axis 71enable the left upper wing panel 62 and the deployable upper panel 60 topivot relative to one another as the deployable fairing 16 moves betweenthe unextended position 18 and the extended position 20. In someimplementations, the left upper wing panel 62 is triangular in shapewith a first edge adjacent, and pivotally coupled, to the deployableupper panel 60, and a second edge adjacent, and pivotally coupled, tothe left side panel 30.

The right upper wing panel 64 is located opposite the left upper wingpanel 62 from a centerline 65 formed in the middle of the deployableupper panel 60. The right upper wing panel 64 has a trapezoidal profilewith a longer base edge 76 and a shorter base 77. The longer base edge76 forms the outside right edge of the upper horizontal panel assembly26 when the deployable fairing 16 is in the extended position 20. Thelonger base edge 76 is pivotally coupled to the right side panel 32using one or more hinges that enable the right upper wing panel 64 topivot relative to a right horizontal axis 63 formed by the top edge ofthe right side panel 32. The hinges that pivotally couple the rightupper wing panel 64 to the deployable upper panel 60 along right axis 73enable the right upper wing panel 64 and the deployable upper panel 60to pivot relative to one another as the deployable fairing 16 movesbetween the unextended position 18 and the extended position 20. In someimplementations, the right upper wing panel 64 is triangular in shapewith a first edge that is adjacent, and pivotally coupled, to thedeployable upper panel 60 along the right leg 72, and a second edge thatis adjacent, and pivotally coupled, to the right side panel 32.

The lower horizontal panel assembly 28 includes a deployable lower panel80, a left lower wing panel 82, and a right lower wing panel 84. Thedeployable lower panel 80 may have two parallel, lateral sides (longerbase 86 and shorter base 87) that extend in a lateral direction acrossthe width 10 e of the cab 10 c, 10 d. In some implementations, thelonger base 86 of the deployable lower panel 80 is located proximate thecab 10 c, 10 d and forms a major edge that is pivotally coupled to thelower bar 50 or a part of the cab 10 c, 10 d. The hinges enable thedeployable lower panel 80 to rotate about the lower lateral axis 51 thatextends in a lateral direction across the width 10 e of the back of thecab 10 c, 10 d, parallel to the longer base 86 and perpendicular to thedirection of travel during normal operation, as discussed below. In someimplementations, the deployable lower panel 80 may be shaped like atrapezoid but with one or more corners along the longer base cut off toform two additional short sides (e.g., 86 a and 86 b) perpendicular tothe longer base 86, as shown in FIGS. 4A and 4B. Further in someimplementations, the deployable lower panel 80 may be elongated at theshorter base 87 thus forming two short sides perpendicular to shorterbase 87.

The deployable lower panel 80 may have two diagonal legs (left leg 88and right leg 90) that form diagonal axes (left axis 89 and right axis91) having non-zero acute angles with respect to the lower lateral axis51 and the longer base 86 of the deployable lower panel 80. Thedeployable lower panel 80 is pivotally coupled to the left lower wingpanel 82 along the left axis 89 using one or more hinges along the leftleg 88, and the deployable lower panel 80 is pivotally coupled to theright lower wing panel 84 along the right axis 91 using one or morehinges along the right leg 90. The lower horizontal panel assembly 28may further optionally be physically coupled to the upper horizontalpanel assembly 26 using one or more cables, rods, or other links (notshown).

The left lower wing panel 82 has four sides, including a left side edge92 and a shorter base 93. The longer base edge 92 forms the outside leftedge of the lower horizontal panel assembly 28 when the deployablefairing 16 is in the extended position 20. The left side edge 92 ispivotally coupled to the left side panel 30 using one or more hingesthat enable the left lower wing panel 82 to pivot relative to a lowerleft horizontal axis 81 that extends through the left side panel 30. Thehinges that pivotally couple the left lower wing panel 82 to thedeployable lower panel 80 enable the left lower wing panel 82 to pivotrelative to the deployable lower panel 80 as the deployable fairing 16moves between the unextended position 18 and the extended position 20.In some implementations, the left lower wing panel 82 is triangular inshape with a first edge that is adjacent, and pivotally coupled, to thedeployable lower panel 80 along the left leg 88, and a second edge thatis adjacent, and pivotally coupled, to the left side panel 30.

The right lower wing panel 84 is located opposite the left lower wingpanel 82 from a centerline 83 formed in the middle of the deployablelower panel 80. The right lower wing panel 84 has four sides, includinga right side edge 96. The right side edge 96 forms the outside rightedge of the lower horizontal panel assembly 28 when the deployablefairing 16 is in the extended position 20. The longer base edge 96 ispivotally coupled to the right side panel 32 using one or more hingesthat enable the right lower wing panel 84 to pivot relative to a lowerright horizontal axis 85 that extends across the right side panel 32.The hinges that pivotally couple the right lower wing panel 84 to thedeployable lower panel 80 enable the right lower wing panel 84 and thedeployable lower panel 80 to pivot relative to one another as thedeployable fairing 16 moves between the unextended position 18 and theextended position 20. In some implementations, the right lower wingpanel 84 is triangular in shape with a first edge that is adjacent, andpivotally coupled, to the deployable lower panel 80 along the right leg90, and a second edge that is adjacent, and pivotally coupled, to theleft side panel 30.

The left and the right side panels 30 and 32, respectively, are eachpivotally coupled to one or both of the upper and lower horizontal panelassemblies 26 and 28. The left side panel 30 and the right side panel 32pivot about vertical axes (left vertical axis 102 and right verticalaxis 104) that extend along or beside a proximal edge 98 of the leftside panel 30 and a proximal edge 100 of the right side panel 32, bothrelative to the cab 10 c. In some implementations, neither the proximaledge 98 of the left side panel 30 nor the proximal edge 100 of the rightside panel 32 includes any hinges. In some such implementations, theleft and the right side panels 30 and 32, respectively, are physicallycoupled to the other components of the fairing system 12 only throughthe pivotal couplings with the upper wing panels 62 and 64 of the upperhorizontal panel assembly 26, and the lower wing panels 82 and 84 of thelower horizontal panel assembly 28. In some implementations, the leftand the right side panels 30 and 32, respectively, are physicallycoupled to the fairing system 12 only through the pivotal couplings withupper left wing panel 62 and the right upper wing panel 64 of the upperhorizontal panel assembly 26. Further, in such implementations, thefairing system 12 may not have any vertical hinges between thedeployable fairing 16 and the tractor 10 a or the cab 10 c, 10 d.

The left and the right side panels 30 and 32, respectively, each extendvertically with respect to the cab 10 c, 10 d when the deployablefairing 16 is both in the unextended or retracted or un-deployedposition 18 and in the extended or deployed position 20. When thedeployable fairing 16 is in the extended position 20, the left and theright side panels 30 and 32 may be substantially parallel to thedirection of travel during normal operation and substantiallyperpendicular to the upper horizontal panel assembly 26, extendingrearwardly from the cab 10 c. In some implementations, the left and theright side panels 30 and 32 may alternatively be at a positive slope,slightly flaring out from vertical planes that extend rearwardly fromthe side of the cab 10 c, when the fairing system 12 is in the extendedposition 20. When the deployable fairing 16 is in the unextendedposition 18, the left and the right side panels 30 and 32 pivot inwardtoward the back of the cab 10 c to form a negative slope with respect toa vertical plane that extends parallel to a direction of travel duringnormal operation. In some implementations in which the deployablefairing 16 is in the unextended position 18, the left and the right sidepanels 30 and 32 may pivot into positions in which the left and theright side panels 30 and 32 each extend laterally along the width 10 eof the cab 10 c, to be substantially perpendicular to the direction oftravel during normal operation. When the deployable fairing 16 is in theintermediary position 22, the left and the right side panels 30 and 32may be substantially vertical with respect to the ground; in additionthe left and the right side panels 30 and 32 may be rotated inwardtowards the back of the cab 10 c by a certain angle (e.g., rotatedinward by about 45° from their respective locations in the extendedposition 20).

In some implementations, the left and right side panels 30 and 32 mayinclude one or more elastic or conformable portions that enable portionsof the left and the right side panels 30 and 32 to bend or to altertheir shape. For example, a left trailing edge 31 of the left side paneland a right trailing edge 33 of the right side panel 32 may be comprisedof an elastic or resilient, deformable or conformable material thatenables the trailing edges 31 and 33 to alter their shapes. Suchelastic, deformable material may extend the entire length of the leftand the right trailing edges 31 and 33. As a result, in suchimplementations, the left and the right side panels 30 and 32 of thedeployable fairing 16 may extend across the entire gap 14 such that leftand the right side panels 30 and 32 apply rearward forces to thetrailing edges 31 and 33, thereby engaging the trailing edges 31 and 33with corresponding, opposing edges of the trailer 10 b. Because the leftand the right trailing edges 31 and 33 are deformable or conformable,the shapes of each of the trailing edges 31 and 33 may be altered tobecome complementary to the shapes of the opposing edges of the trailer10 b when the trailing edges 31 and 33 are engaged with and pressed intothe respective opposing edges of the trailer 10 b. The elasticity of thetrailing edges 31 and 33 further enables the vehicle 10 to make minorturns, such as those that might be encountered in changing lanes on ahighway, by providing some flexibility and give between the left and theright side panels 31 and 33 and the trailer 10 b. Some or all of atrailing edge 29 of the deployable upper horizontal panel assembly mayalso be comprised of a deformable, elastic substance to engage with theleading top edge of the trailer 10 b.

FIG. 4E shows a top-level view of a side panel 30,32 that has a flexibleinterior portion 30 a, 32 a that extends vertically from a top edge ofthe side panel 30, 32 to the bottom edge of the side panel 30, 32,according to one illustrated embodiment. In such implementations, theflexible, vertical portion (30 a, 32 a) is located between the cab 10 cand the trailer 10 b. Each of the left and the right side panels 30 and32 may further include two rigid sections (30 b/32 b and 30 c/32 c) thatextend in a vertical direction on either side of an elastic portion 30a/32 a, with one rigid section 30 b/32 b proximate the trailer 10 b andthe other rigid section proximate the cab 10 c. The interior elasticportion 30 a/32 a may have a resiliency that biases the rigid sections30 b/32 b and 30 c/32 c of the left and the right side panels 30 and 32into deployed or planar positions. In such an implementation, the leftand the right side panels 30 and 32 may swipe past an obstacle 41 (e.g.,the refrigeration component for a reefer truck) in transitioning betweenthe unextended position 18 and the extended position 20 by flexing theelastic portion 30 a/32 a, thus enabling the two rigid sections 30 b/32b and 30 c/32 c to pivot relative to one another when encountering theobstacle 41. After the left and the right side panels 30 and 32 clearthe obstacle 41, the biasing of the interior elastic portion 30 a/32 awill cause the two rigid sections 30 b/32 b and 30 c/32 c of each sidepanel 30 and 32 to revert to a deployed position in which the two rigidsections 30 b and 30 c of the left side panel 30 are planar, and the tworigid sections 32 b and 32 c of the right side panel 32 are planar.

An interior elastic portion 30 a/32 a may be comprised, for example, ofa soft rubber material that is resilient or has an elastic pull thatreturns to the two connected rigid sections 30 b/32 b and 30 c/32 c tobe substantially planar when the side panel 30 or 32 is not understress. In some implementations, the rigid section 30 b/32 b closest tothe trailer 10 b may be substantially or completely comprised ofelastic, deformable materials, such as that described above with respectto left and right trailing edges 31 and 33. In such implementations, therigid section 30 b/32 b may be deformed to complement the shape of thecorresponding leading edge of the trailer 10 b, thus enabling the rigidsection 30 b/32 b to be physically engaged with the trailer, thusclosing the gap 14, while allowing the trailer to make minor turns.

FIGS. 5A, 5B, and 5C are top plan views of the deployable fairing 16 inthe deployed configuration 20, the intermediary or partially deployedconfiguration 22, and the retracted or un-deployed configuration 18.FIGS. 6A, 6B, and 6C are top, rear, right side isometric views of thedeployable fairing 16 of FIGS. 5A-5C in the deployed configuration 20,the intermediary or partially deployed configuration 22, and theretracted or un-deployed configuration 18. FIGS. 7A, 7B, and 7C areright side elevational views of the deployable fairing 16 of FIGS. 5A-5Cin the deployed configuration 20, the intermediary or partially deployedconfiguration 22, and the retracted or un-deployed configuration 18.FIGS. 8A, 8B, and 8C are rear elevational view of the deployable fairing16 of FIG. 5A-5C in the deployed configuration 20, the intermediary orpartially deployed configuration 22, and the retracted or un-deployedconfiguration 18.

In the retracted or un-deployed configuration 18, each of the deployableupper panel 60, the left upper wing panel 62, the right upper wing panel64, the deployable lower panel 80, the left lower wing panel 82, theright lower wing panel 84, the left side panel 30, and the right sidepanel 32 are in a vertical position, arrayed laterally in one or morelayers stacked with respect to the back of the cab 10 c, 10 d. In someimplementations, the deployable upper panel 60 and the deployable lowerpanel 80 are closest to the cab 10 c such that each extends verticallydownward with bottom surfaces 106 and 108 of the deployable upper andlower panels 60 and 80, respectively, facing towards the back of the cab10 c. The deployable upper panel 60 has an upper surface 110, opposingand separated by a width from a bottom surface 106, that faces away fromthe back of the cab 10 c towards the trailer 10 b. The deployable lowerpanel 80 has an upper surface 112, opposing and separated by a widthfrom the bottom surface 106, that faces away from the back of the cab 10c towards the trailer 10 b.

The left and right upper wing panels 62 and 64, respectively, and theleft and right lower wing panels 82 and 84, respectively, may be foldedagainst, and form a second layer adjacent to, the deployable upper panel60 and the deployable lower panel 80 when the deployable fairing 16 isin the retracted configuration 18. Thus, upper surfaces 114 and 116 ofthe left and the right upper wing panels 62 and 64 may be adjacent toand facing the upper surface 110 of the deployable upper panel 60.Further, the left and the right upper wing panels 62 and 64 each haverespective lower surfaces 118 and 120, opposing and separated from theupper surfaces 114 and 116 by one or more widths, that face away fromthe back of the cab 10 c towards the trailer 10 b. Further, when thedeployable fairing 16 is in the unextended configuration 18, uppersurfaces 122 and 124 of the left and the right lower wing panels 82 and84, respectively, may be adjacent to and face the upper surface 112 ofthe deployable lower panel 80. The left and the right lower wing panels82 and 84 each have respective lower surfaces 126 and 128, opposing andseparated from the upper surfaces 122 and 124 by one or more widths,that face away from the back of the cab 10 c towards the trailer 10 bwhen the deployable fairing 16 is in the unextended configuration 18.

The left and the right side panels 30 and 32, respectively, may befolded against, and form a third layer adjacent to, the left and theright upper wing panels 62 and 64, respectively, and the left and theright lower wing panels 82 and 84, respectively, when the deployablefairing 16 is in the unextended configuration 18. The left and the rightside panels 30 and 32 may extend laterally in a line parallel to theback of the cab 10 c, 10 d and cover all or substantially all of theother components of the deployable fairing 16. A gap 130 may existbetween the left and the right side panels 30 and 32 in the unextendedconfiguration 18. The left and the right side panels 30 and 32 haveinterior surfaces 132 and 134, respectively, that are adjacent to andface the lower surfaces 118 and 120 of the left and the right upper wingpanels 62 and 64 when the deployable fairing 16 is in the unextendedconfiguration 20. The left and the right side panels 30 and 32 haveexterior surfaces 136 and 138, respectively, that are separated from theinterior surfaces 132 and 134 by one or more widths and face away fromthe back of the cab 10 c towards the trailer 10 b.

To transition the deployable fairing 16 from the unextendedconfiguration 18 to the extended configuration 20, the actuator 36 isengaged to linearly displace the distal end of the actuator 36, thusapplying an upward and outward force to the bottom surface 106 of thedeployable upper panel 60. The actuator 36 may be a mechanical actuator(e.g., screw, wheel and axle, etc.), a piston (i.e., cylinder and pistonhead) in the form of either a hydraulic or pneumatic actuator, anelectro-mechanical actuator, and the like, capable of linearlydisplacing the distal end of the actuator 36 with a sufficient force andfor a sufficient distance to deploy the deployable fairing 16 into theextended position 20.

This force results in the deployable upper panel 60 rotating about anupper lateral axis 47 that extends across the substantially straightedge 27 of the static D-gap panel 24 and/or the upper bar 46 to whichthe deployable upper panel 60 is pivotally coupled with one or morehinges. As a result, the short base 68 of the deployable upper panel 60traverses an arc defined by the width of the deployable upper panel 60between the two bases 66 and 68. The deployable upper panel 60 rotatesfrom a substantially downward, vertical position when the deployablefairing 16 is in the unextended configuration 18 to a substantiallyhorizontal configuration when the deployable fairing 16 is in theextended configuration 20. When the deployable fairing 16 is in theintermediary configuration 22, the deployable upper panel 60 is between0° and 90° below (e.g., about 45°, as shown in FIGS. 5B, 6B, 7B, and 8B)a horizontal plane that contains the upper lateral axis 47.

An upward force may also be applied to the deployable lower panel 80 bythe cable or rod that couples the deployable lower panel 80 to thedeployable upper panel 60. Accordingly, the deployable lower panel 80may rotate about a horizontal axis that extends across the lower bar 50to which the deployable lower panel 80 is pivotally coupled using one ormore hinges. As a result, the deployable lower panel 80 undergoes thesame transition from a substantially downward, vertical position to asubstantially horizontal position.

The rotation of the deployable upper panel 60 from the unextendedconfiguration 18 to the extended configuration 20 causes the variouscomponents of the upper horizontal panel assembly 26 to unfold. As aresult, the left and right upper wing panels 62 and 64, respectively,move from being collapsed on top of the deployable upper panel 60 in theunextended configuration 18 to flanking either side of, and forming asubstantially planar surface with, the deployable upper panel 60 in theextended configuration 20. In the intermediary configuration 22, theleft and right upper wing panels 62 and 64 are between 0° and 90° below(e.g., about 45°, as shown in FIGS. 5B, 6B, 7B, and 8B) a horizontalplane formed by the top edges of the left and the right side panels 30and 32, respectively. In some implementations, as the short base 68 ofthe deployable upper panel 60 rotates rearward and upward, short bases75 and 77 of the left and the right upper wing panels 62 and 64,respectively, likewise rotate rearward and upward. This rotation, inturn, causes trailing edges 140 and 142 of the left and the right upperwing panels 62 and 64 to rotate rearward towards the trailer 10 b andmove from a substantially vertical position in the unextendedconfiguration 18 to a substantially horizontal position in the extendedconfiguration 20.

The components of the deployable lower panel 80 undergo a similarrotational transformation as the deployable fairing 16 moves from theunextended configuration 18 to the extended configuration 20.Accordingly, the left and right lower wing panels 82 and 84,respectively, move from being collapsed on top of the deployable lowerpanel 80 in the unextended configuration 18 to flanking either side of,and forming a substantially planar surface with, the deployable lowerpanel 80 in the extended configuration 20. In the intermediaryconfiguration 22, the left and right lower wing panels 82 and 84 arebetween 0° and 90° below (e.g., about 45°, as shown in FIGS. 5B, 6B, 7B,and 8B) a horizontal plane that extends through the lower lateral axis51. In some implementations, as the short base 87 of the deployablelower panel 80 rotates rearward and upward, corners 148 and 150 of theleft and the right lower wing panels 82 and 84, respectively, likewiserotate rearward and upward. This rotation, in turn, causes trailingedges 152 and 154 of the left and the right lower wing panels 82 and 84to rotate rearward towards the trailer 10 b and move from asubstantially vertical position in the unextended configuration 18 to asubstantially horizontal position in the extended configuration 20.

When the deployable fairing 16 is in the deployed configuration 20, thecomponents of the upper horizontal panel assembly 26 may form a planethat is substantially horizontal with respect to the ground and extendsfrom the upper lateral axis 47 towards the trailer 10 b. Likewise, thecomponents of the lower horizontal panel assembly 28 may form a planethat is substantially horizontal with respect to the ground and extendsfrom the lower lateral axis 51 towards the trailer 10 b. In someimplementations, the components of the upper horizontal panel assembly26 extend rearwardly from the back of the cab 10 c at a positive slope144 (i.e., slightly above horizontal) when the deployable fairing 16 isin the extended position 20. In such implementations, the components ofthe lower horizontal panel assembly 28 may extend rearwardly from theback of the cab 10 c at a positive slope 144 (i.e., slightly abovehorizontal) when the deployable fairing 16 is in the extended position20.

The movement of the trailing edges 140 and 142 of the left and the rightupper wing panels 62 and 64 results in outward rotational forces beingapplied to the left and the right side panels 30 and 32. These outwardforces cause the left and the right side panels 30 and 32 to rotateoutward about left and right vertical axes 102 and 104, respectively.The movement of the trailing edges 152 and 154 of the left and the rightlower wing panels 82 and 84 may also apply respective outward rotationalforces to the left and the right side panels 30 and 32 that complementthe outward rotational forces applied by the trailing edges 140 and 142of the left and the right upper wing panels 62 and 64. In someimplementations, the top edges 156 and 158 of the left and the rightside panels 30 and 32, may rotate about the vertical axes 102 and 104,respectively, and remain within the same horizontal plane, such as, forexample, a horizontal plane that extends through the static D-gap panel24. In some such implementations in which the top edges 156 and 158rotate within the same plane, the left side panel 30 may be hingedsolely to the left upper wing panel 62 along the top edge 156, and theright side panel 32 may be hinged solely to the right upper wing panel64 along the top edge 158.

The deployment of the deployable fairing 16 from the unextendedconfiguration 18 to the extended configuration 20 results in the leftand right side panels 30 and 32 being rotated from a substantiallylateral position (i.e., parallel to the back of the cab 10 c, 10 d) to asubstantially perpendicular position with respect to the back of the cab10 c, 10 d such that the left and the right side panels 30 and 32 extendrearwardly from the back of the tractor 10 a. In some implementations,the left side panel 30 may form a positive slope with respect to avertical plane that extends through the vertical axis 102 and isparallel to the direction of travel during normal operation of thevehicle 10 such that the left side panel 30 slightly flares out from theside of the cab 10 c. In some implementations, the right side panel 32may form a positive slope with respect to a vertical plane that extendsthrough the vertical axis 104 and is parallel to the direction of travelduring normal operation of the vehicle 10 such that the right side panel30 slightly flares out from the side of the cab 10 c. As noted earlier,in some implementations, the upper horizontal panel assembly 26 may alsoextend rearwardly from the back of the cab 10 c also at a positive slope144 (i.e., slightly above horizontal) when the deployable fairing 16 isin the extended position 20. In such implementations, when one or moreof the upper horizontal panel assembly 26 and the left and the rightside panels 30 and 32 are at respective positive slopes, the perimeterformed by trailing edges of the side panels 30 and 32 and the upperhorizontal panel assembly 26 closest to the trailer 10 b and distal tothe cab 10 c may be greater than the perimeter formed by leading edgesof the same components proximate the cab 10 c. In addition, the areaencompassed by the perimeter formed by trailing edges of the left andthe right side panels 30 and 32 and the upper horizontal panel assembly26 closest to the trailer 10 b and distal to the cab 10 c may be greaterthan the area encompassed by the perimeter formed by leading edges ofthe same components proximate the cab 10 c.

FIG. 9 is a top plan view of the deployable fairing system 12 showingthe right and left side panels 30 and 32 with a bent edge moving througha variety of configurations, from the deployed configuration 20 to theretracted or un-deployed configuration 18 and therebetween, and betterillustrating a rotation of the left and the right side panels 30 and 32about vertical axes 102 and 104 (out of drawing sheet) and rotation ofthe deployable upper panel 60 about the upper lateral axis 47 (planarwith drawing sheet).

As the deployable fairing 16 transitions from the unextended position18, the deployable upper panel 60 rotates about the upper lateral axis47 such that the short base 68 of the deployable upper panel 60 rotatessuccessively upward and rearward in each of the intermediary stages 22a, 22 b, and 22 c shown in FIG. 9 until the deployable upper panel 60 isin a substantially horizontal position when the deployable fairing 16 isin the extended configuration 20. The upward and rearward transition ofthe short base 68 of the deployable upper panel results in the shortbases 75 and 77 of the left and the right upper wing panels 62 and 64,respectively, likewise rotating rearward and upward. This rotation, inturn, causes the trailing edges 140 and 142 of the left and the rightupper wing panels 62 and 64 to rotate rearward towards the trailer 10 bthrough the intermediary stages 22 a, 22 b, and 22 c until the left andthe right upper wing panels 62 and 64 are in a substantially horizontalposition when the deployable fairing 16 is in the extended configuration20.

The rotation of the trailing edges 140 and 142 of the left and the rightupper wing panels 62 and 64 results in the rotation of the left and theright side panels 30 and 32 about the vertical axes 102 and 104,respectively. This rotation continues until the left and the right sidepanels 30 and 32 extend rearwardly from the back of the cab 10 c towardsthe trailer 10 b when the deployable fairing 16 is in the extendedconfiguration 20. In some implementations, the proximal edges 98 and 100of the left and the right side panels 30 and 32, respectively, areseparated by distances 160 and 162 from the vertical axes 102 and 104.

FIGS. 10A, 10B, 10C, 10D, and 10E show another type of deployablefairing system 1000 with a deployable fairing 1002 shown in an extendedor deployed configuration 1004, according to one illustratedimplementation. In some implementations, the deployable fairing system1000 includes a static D-gap panel 1006, upper horizontal panelassemblies 1008, left and right side panels 1010 and 1012, respectively,and a center actuator 1014, a left actuator 1016, and a right actuator1018. In some implementations, the deployable fairing system 1000 mayonly include the center actuator 1014. In some implementations, thedeployable fairing system 1000 may only include the left actuator 1016and the right actuator 1018. In some implementations, one or more of thecenter actuator 1014, the left actuator 1016, and/or the right actuator1018 may be a respective piston and cylinder pair. In someimplementations, one or more of the center actuator 1014, the leftactuator 1016, and/or the right actuator 1018 may be an electric motoror a solenoid.

The static D-gap panel 1006 is attached to the back of the cab 10 c, 10d and extends horizontally rearward towards the trailer 10 b. The staticD-gap panel 1006 may be physically coupled to the back of the cab 10 c,10 d via one or more elongated straps 1026 that extend rearward from thecab 10 c, 10 d towards the trailer 10 b. The static D-gap panel 1006 hasa D-shaped profile, with a minor edge 1020 proximate the back of the cab10 c, 10 d. The minor edge 1020 may be substantially straight in someimplementations. The static D-gap panel 1006 may have a major edge 1022opposing the minor edge 1020 that is distal to the cab 10 c, 10 d. Insome implementations, the length of the major edge 1022 may be greaterthan the length of the minor edge 1020. One or more side edges 1024 mayextend between the minor edge 1020 and the major edge 1022. Such one ormore side edges 1024 may meet one or both of the minor edge 1020 and themajor edge 1022 at a non-perpendicular angle. The static D-gap panel1006 may be used to accommodate various shapes and configurations forthe back of the cab 10 c, 10 d, thus enabling the deployable fairingsystem 1000 to be installed, for example, as a retrofit on existingtractors 10 a without creating a gap between the deployable fairingsystem 1000 and the back of the cab 10 c, 10 d. In some implementations,the deployable fairing system 1000 may not include the static D-gappanel 1006.

The proximal end of the center actuator 1014 is pivotally coupled to theback of the cab 10 c, 10 d with one or more center hinges 1028 thatenable the center actuator 1014 to pivot about a horizontal, lateralaxis 1030 that extends through the center hinges 1028 that couple thecenter actuator 1014 to the back of the cab 10 c, 10 d. The centeractuator 1014 rotates about the horizontal, lateral axis 1030 as thedeployable fairing 1002 moves between the retracted configuration 1100(FIGS. 11A and 11B) and the deployed configuration 1004. When thedeployable fairing 1002 is in the deployed configuration 1004, thedistal end of the center actuator 1014 is located upward and rearwardfrom the proximal end of the center actuator 1014, and is attached tothe upper horizontal panel assembly 1008 with one or more upper hinges1031. The upper hinges 1031 enable the center actuator 1014 and theupper horizontal panel assembly 1008 to rotate relative to each other asthe center actuator 1014 moves the deployable fairing 1002 between theretracted configuration 1100 and the deployed configuration 1004.

The upper horizontal panel assembly 1008 may include a deployable upperpanel 1032, a left upper wing panel 1034, and a right upper wing panel1036. The deployable upper panel 1032 may be shaped like a trapezoid,with two bases, or parallel sides, (leading edge 1038 and trailing edge1040) that extend in a lateral direction across the width 10 e of thecab 10 c. In some implementations, the deployable upper panel 1032 maybe shaped like a trapezoid but with one or more corners along the longerbase cut off to form two additional short sides. In someimplementations, the leading edge 1038 of the deployable upper panel1032 is located proximate the static D-gap panel 1006 and forms a majoredge that is pivotally coupled to the major edge 1022 of the staticD-gap panel 1006 using one or more hinges. The hinges enable thedeployable upper panel 1032 to rotate about an upper horizontal axis1042 that extends in a lateral direction across the width 10 e of thecab 10 c, parallel to the major edge 1022 and perpendicular to thedirection of travel during normal operation, as discussed below. Whenthe deployable fairing 1002 is in the deployed configuration 1004, thedeployable upper panel 1032 may extend rearwardly from the upperhorizontal axis 1042 and be titled relatively upward from the upperhorizontal axis 1042 in which the trailing edge 1040 of the deployableupper panel 1032 is positioned relatively above the leading edge 1038 ofthe deployable upper panel 1032. The two legs (left leg 1044 and rightleg 1046) of the deployable upper panel 1032 form axes (left axis 1048and right axis 1050) that have non-zero acute angles with respect to themajor edge 1022 and the upper horizontal axis 1042 of the deployableupper panel 1032. The left upper wing panel 1034 is pivotally coupled tothe deployable upper panel 1032 using one or more hinges that form theleft axis 1048 along the left leg 1044, and the right upper wing panel1036 is pivotally coupled to the deployable upper panel 1032 using oneor more hinges that form the right axis 1050 along the right leg 1046.

The left upper wing panel 1034 has a triangular profile with a distaledge 1052, an outside edge 1054, and an interior edge 1056. The outsideedge 1054 forms the outside left edge of the upper horizontal panelassembly 1008 when the deployable fairing 1002 is in the deployedconfiguration 1004. The outside edge 1054 may be pivotally coupled tothe left side panel 1010 using one or more hinges that enable the leftupper wing panel 1034 to pivot relative to a left horizontal axis 1058formed by the top edge of the left side panel 1010. The hinges thatpivotally couple the left upper wing panel 1034 to the deployable upperpanel 1032 along the left axis 1048 enable the left upper wing panel1034 and the deployable upper panel 1032 to pivot relative to oneanother as the deployable fairing 1002 moves between the retractedconfiguration 1100 and the deployed configuration 1004.

The right upper wing panel 1036 is located opposite the left upper wingpanel 1034 across the deployable upper panel 1032. The right upper wingpanel 1036 has a triangular profile with a distal edge 1060, an outsideedge 1062, and an interior edge 1064. The outside edge 1062 forms theoutside right edge of the upper horizontal panel assembly 1008 when thedeployable fairing 1002 is in the deployed configuration 1004. Theoutside edge 1062 may be pivotally coupled to the right side panel 1012using one or more hinges that enable the right upper wing panel 1036 topivot relative to a right horizontal axis 1066 formed by the top edge ofthe right side panel 1012. The hinges that pivotally couple the rightupper wing panel 1036 to the deployable upper panel 1032 along rightaxis 1050 enable the right upper wing panel 1036 and the deployableupper panel 1032 to pivot relative to one another as the deployablefairing 1002 moves between the retracted configuration 1100 and thedeployed configuration 1004.

The left and the right side panels 1010 and 1012, respectively, are eachpivotally coupled to the upper horizontal panel assembly 1008 along theleft axis 1048 and right axis 1050, respectively of the deployable upperpanel 1032. In some implementations, the left side panel 1010 may becoupled to a left hinge 1011 that is comprised of a base 1011 a and anarm 1011 b. The base 1011 a may be physically coupled to the back of thecab 10 c. As such, in some implementations, the left hinge 1011 may bethe only hinge that directly couples the left side panel 1010 to the cab10 c. In some implementations, the left side panel 1010 may rotatablycouple to the cab 10 c via multiple hinges. A proximal end of the arm1011 b of the left hinge 1011 may rotatably couple to the base 1011 aand rotate about a left vertical hinge axis 1068. A distal end of thearm 1011 b may be physically coupled to the left side panel 1010. Insome implementations, for example, the left side panel 1010 may bespaced along the arm 1011 b such that a proximal edge 1072 of the leftside panel 1010 is located at least two inches from the base 1011 a ofthe left hinge 1011. In some implementations, the left side panel 1010may be spaced along the arm 1011 b by a distance that is one-half inchmore than a length of the static cab fairing 17 that extends rearwardlyfrom the back of the cab 10 c. As such, the left side panel 1010 may betranslated away from the back of the cab 10 c and pivot about the leftvertical hinge axis 1068 when the deployable fairing 1002 transitions tothe deployed configuration 1004 from the retracted configuration 1100.In some implementations, a set of resilient shock absorbers 1011 d maybe interposed between the left side panel 1010 and the left hinge 1011to absorb impacts, such as, for example, may occur with bumpy road orwith objects hitting the left side panel 1010.

The right side panel 1012 may be coupled to a right hinge 1013 that iscomprised of a base 1013 a and an arm 1013 b. The base 1013 a may bephysically coupled to the back of the cab 10 c. As such, in someimplementations, the right hinge 1013 may be the only hinge thatdirectly couples the right side panel 1012 to the cab 10 c. In someimplementations, the right side panel 1012 may rotatably couple to thecab 10 c via multiple hinges. A proximal end of the arm 1013 b of theright hinge 1013 may rotatably couple to the base 1013 a and rotateabout a right vertical hinge axis 1070. A distal end of the arm 1013 bmay be physically coupled to the right side panel 1012. In someimplementations, for example, the right side panel 1012 may be spacedalong the arm 1013 b such that a proximal edge 1074 of the right sidepanel 1012 is located at least two inches from the base 1013 a of theright hinge 1013. In some implementations, the right side panel 1012 maybe spaced along the arm 1013 b by a distance that is one-half inch morethan a length of the static cab fairing 17 that extends rearwardly fromthe back of the cab 10 c. As such, the right side panel 1012 may betranslated away from the back of the cab 10 c and pivot about the rightvertical hinge axis 1070 when the deployable fairing 1002 transitions tothe deployed configuration 1004 from the retracted configuration 1100.In some implementations, a set of resilient shock absorbers 1013 d maybe interposed between the right side panel 1012 and the right hinge 1013to absorb impacts, such as, for example, may occur with bumpy road orwith objects hitting the right side panel 1012.

In some implementations, such as, for example, implementations in whicha plurality of hinges rotatably couple the deployable upper panel 1032,the left upper wing panel 1034, and the right upper wing panel 1036, thedeployable fairing 1002 may be kinematically over-constrained, but for acombined flexibility of the left side panel 1010 and/or the right sidepanel 1012. In such implementations, the left side panel 1010 and/or theright side panel 1012 may be comprised of a respective skin and frame,as discussed below. Such skins may be comprised of glass reinforcedplastic (e.g., polypropylene and glass fiber) that may be attached tothe frame. The frame may be comprised of one or more tubes.

Such vertical axes (left vertical axis 1068 and right vertical axis1070) may extend along or parallel to the proximal edge 1072 of the leftside panel 1010 and the proximal edge 1074 of the right side panel 1012,both relative to the cab 10 c. Such vertical axes (left vertical hingeaxis 1068 and right vertical hinge axis 1070) may be perpendicular tothe upper horizontal axis 1042 about which the deployable upper panel1032 rotates. In some implementations, the proximal edge 1072 of theleft side panel 1010 and the proximal edge 1074 of the right side panel1012 may be located away from the left vertical hinge axis 1068 and theright vertical hinge axis 1070, respectively. In some implementations,neither the proximal edge 1072 of the left side panel 1010 nor theproximal edge 1074 of the right side panel 1012 includes any hinges. Insome such implementations, the left and the right side panels 1010 and1012, respectively, are physically coupled to the other components ofthe fairing system 1000 only through the pivotal couplings with theupper left wing panel 1034 and right upper wing panel 1036 of the upperhorizontal panel assembly 1008. In some implementations, the left sidepanel 1010 and the right side panel 1012 may have no vertical hingesalong the respective proximal edges 1072 and 1074.

In some implementations, the left side panel 1010 may be rotatablytranslated and pivoted by the left actuator 1016. The proximal end ofthe left actuator 1016 may be pivotally coupled to the base 1011 a ofthe left hinge 1011 that is located proximate the back of the cab 10 c,10 d. This rotatable coupling to the base 1011 a of the left hinge 1011may enable the left actuator 1016 to pivot about a left actuatorvertical axis 1078 that extends vertically through the base 1011 a ofthe left hinge 1011. A distal end of the left actuator 1016 may becoupled to the arm 1011 b of the left hinge 1011 at a distance from thebase 1011 a. Thus, the left hinge 1011 and left actuator 1016 mayadvantageously form an integral unit, installable or replaceable as asingle unit. The left actuator 1016 rotates about the left actuatorvertical axis 1078 as the deployable fairing 1002 moves between theretracted configuration 1100 (FIGS. 11A and 11B) and the deployedconfiguration 1004, thereby applying an outward and rearward force onthe left side panel 1010 to translate and pivot the left side panel 1010away from the back of the cab 10 c. When the deployable fairing 1002 isin the deployed configuration 1004, the distal end of the left actuator1016 is located rearward and outward from the proximal end of the leftactuator 1016, and is attached to the arm 1011 b of the left hinge 1011and/or to the left side panel 1010 with one or more left side panelhinges 1080. The left side panel hinges 1080 enable the left actuator1016 to rotate relative to the arm 1011 b of the left hinge 1011 and/orto the left side panel 1010 as the deployable fairing 1002 moves betweenthe retracted configuration 1100 and the deployed configuration 1004. Insome implementations, the left actuator vertical axis 1078 may beco-located with the left vertical hinge axis 1068. In someimplementations, such as that shown in FIGS. 10A through 10E the leftactuator vertical axis 1078 may be offset from the left vertical hingeaxis 1068. In some implementations, the left actuator 1016 may bedirectly, rotatably, physically coupled to either or both of the back ofthe cab 10 c and/or the left side panel 1010.

In some implementations, the right side panel 1012 may be rotatablytranslated and pivoted by the right actuator 1018. The proximal end ofthe right actuator 1018 is pivotally coupled to the base 1013 a of theright hinge 1013 that is located proximate the back of the cab 10 c, 10d that enables the right actuator 1018 to pivot about a right actuatorvertical axis 1084 that extends through the right hinge 1013. A distalend of the right actuator 1018 may be coupled to the arm 1013 b of theright hinge 1013 at a distance from the base 1013 a. Thus, the righthinge 1013 and right actuator 1018 may advantageously form an integralunit, installable or replaceable as a single unit. The right actuator1018 rotates about the right actuator vertical axis 1084 as thedeployable fairing 1002 moves between the retracted configuration 1100(FIGS. 11A and 11B) and the deployed configuration 1004, therebyapplying an outward and rearward force on the right side panel 1012 totranslate and pivot the right side panel 1012 away from the back of thecab 10 c. When the deployable fairing 1002 is in the deployedconfiguration 1004, the distal end of the right actuator 1018 is locatedrearward and outward from the proximal end of the right actuator 1018,and is attached to the arm 1013 b of the right hinge 1013 and/or to theright side panel 1012 with one or more right side panel hinges 1086. Theright side panel hinges 1086 enable the right actuator 1018 and theright side panel 1012 to rotate relative to each other as the deployablefairing 1002 moves between the retracted configuration 1100 and thedeployed configuration 1004. In some implementations, the right actuatorvertical axis 1084 may be co-located with the right vertical hinge axis1070. In some implementations, such as that shown in FIGS. 10A through10E the right actuator vertical axis 1084 may be offset from the rightvertical hinge axis 1070. In some implementations, the right actuator1018 may be directly, rotatably, physically coupled to either or both ofthe back of the cab 10 c and/or the right side panel 1012.

The left and the right side panels 1010 and 1012, respectively, eachextend vertically with respect to the cab 10 c, 10 d when the deployablefairing 1002 is both in the unextended or retracted configuration 1100and in the extended or deployed configuration 1004. When the deployablefairing 1002 is in the deployed configuration 1004, the left and theright side panels 1010 and 1012 may be substantially parallel to thedirection of travel during normal operation and substantiallyperpendicular to the upper horizontal panel assembly 1008, extendingrearwardly from the cab 10 c. In some implementations, the left and theright side panels 1010 and 1012 may alternatively be at a positiveslope, slightly flaring out from vertical planes that extend rearwardlyfrom the side of the cab 10 c, when the deployable fairing 1002 is inthe deployed configuration 1004. As such, the left side panel 1010 andthe right side panel 1012 may taper outwardly in a direction going froma front of the fairing system 1000 toward a rear of the fairing system1000. When the deployable fairing 1002 is in the retracted configuration1100, the left and the right side panels 1010 and 1012 pivot into theback of the cab 10 c to extend laterally with respect to the cab 10 c,to be substantially perpendicular to the direction of travel duringnormal operation. In some implementations, the left and the right sidepanels 1010 and 1012 may be rotated inward towards the back of the cab10 c by a certain angle (e.g., rotated inward by about 45° from theirrespective locations in the deployed configuration 1004).

In some implementations when the deployable fairing 1002 is in thedeployed configuration 1004, the left side panel 1010 and the right sidepanel 1012 may taper outwardly in a direction going from a front of thefairing system 1000 toward the rear of the fairing system, and at thesame time, the deployable upper panel 1032 may be titled relativelyupward from the upper horizontal axis 1042 in which the trailing edge1040 of the deployable upper panel 1032 is positioned relatively abovethe leading edge 1038 of the deployable upper panel 1032. In such animplementation, an area enclosed by a perimeter defined by thedeployable upper panel 1032, the left side panel 1010, and the rightside panel 1012 distal from the front of the fairing system 1000 may begreater than an area enclosed by a perimeter defined by the deployableupper panel 1032, the left side panel 1010, and the right side panel1012 proximate the front of the fairing system 1000.

FIGS. 11A and 11B show the deployable fairing system 1000 with thedeployable fairing 1002 shown in the retracted position 1100, accordingto at least one illustrated implementation. In the retracted orun-deployed configuration 1100, each of the deployable upper panel 1032,the left upper wing panel 1034, the right upper wing panel 1036, theleft side panel 1010, and the right side panel 1012 may be in a verticalposition, arrayed laterally in one or more layers stacked with respectto the back of the cab 10 c, 10 d. In some implementations, thedeployable upper panel 1032 is closest to the cab 10 c and extends at anegative angle relatively downward with respect to a horizontal planthat passes through a pivot axis and is parallel to a surface on whichthe vehicle travels, such that the trailing edge 1040 is placedrelatively below the leading edge 1038 of the deployable upper panel1032. When not deployed or stowed, the deployable upper panel 1032 mayextend at a positive angle, relatively upward with respect to thehorizontal plan that passes through a pivot axis and is parallel to asurface on which the vehicle travels, for example flush with a back ofthe cab 10 c, 10 d or even spring loaded under tension against the backof the cab 10 c, 10 d. The deployable upper panel 1032 has an uppersurface 1102, opposing and separated by a width from the lower surface1104, in which the upper surface 1102 faces away from the back of thecab 10 c towards the trailer 10 b.

The left and right upper wing panels 1034 and 1036, respectively,respectively, may be folded against, and form a second layer adjacentto, the deployable upper panel 1032 when the deployable fairing 1002 isin the retracted configuration 1100. Thus, upper surfaces of the leftand the right upper wing panels 1034 and 1036 may be adjacent to andfacing the upper surface 1102 of the deployable upper panel 1032.Further, the left and the right upper wing panels 1034 and 1036 may eachhave respective lower surfaces 1104 and 1106, opposing and separatedfrom the upper surfaces by one or more widths, in which the respectivelower surfaces 1104 and 1106 face away from the back of the cab 10 ctowards the trailer 10 b.

The left and the right side panels 1010 and 1012, respectively, may befolded against, and form a third layer adjacent to, the left and theright upper wing panels 1034 and 1036, respectively, when the deployablefairing 1002 is in the retracted configuration 1100. The left and theright side panels 1010 and 1012 may extend laterally in a line parallelto the back of the cab 10 c, 10 d and cover a portion, all, orsubstantially all of the other components of the deployable fairing1002. A gap 1108 may exist between the left and the right side panels1010 and 1012 in the retracted configuration 1100. The left and theright side panels 1010 and 1012 have interior surfaces that are adjacentto and face the lower surfaces 1104 and 1106 of the left and the rightupper wing panels 1034 and 1036 when the deployable fairing 1002 is inthe retracted configuration 1100. The left and the right side panels1010 and 1012 have exterior surfaces 1110 and 1112, respectively, thatare separated from the interior surfaces by one or more widths and faceaway from the back of the cab 10 c towards the trailer 10 b.

In some implementations, the left side panel 1010 and/or the right sidepanel 1012 may be comprised of a flexible, elastic material, asdiscussed below. In such implementations in which the left side panel1010 is comprised of flexible, elastic material, the left side panel1010 may be elastically deformed (e.g., flexed) in the retractedconfiguration 1100 in order to load the left side panel 1010 withoutplastically deforming the left side panel 1010, the left upper wingpanel 1034, and/or the deployable upper panel 1032. In suchimplementations in which the right side panel 1012 is comprised offlexible, elastic material, the right side panel 1012 may be elasticallydeformed in the retracted configuration 1100 in order to load the rightside panel 1012 without plastically deforming the right side panel 1012,the right upper wing panel 1036, and/or the deployable upper panel 1032.

FIGS. 12A, 12B, and 12C show another type of fairing system 1200 inwhich a deployable fairing 1202 includes a static D-gap panel 1204, adeployable upper panel 1206, a left side panel 1208, and a right sidepanel 1210. In some implementations, the fairing system 1200 may includea center actuator 1212, a left actuator 1214, and a right actuator 1216.In some implementations, one or more of the center actuator 1212, theleft actuator 1214, and/or the right actuator 1216 may be a respectivepiston and cylinder pair. In some implementations, one or more of thecenter actuator 1212, the left actuator 1214, and/or the right actuator1216 may be an electric motor or a solenoid.

The static D-gap panel 1204 is attached to the back of the cab 10 c, 10d and extends horizontally rearward towards the trailer 10 b. The staticD-gap panel 1204 may be physically coupled to the back of the cab 10 c,10 d via one or more elongated straps 1218 that extend rearward from thecab 10 c, 10 d towards the trailer 10 b. The static D-gap panel 1204 hasa D-shaped profile, with a minor edge 1220 proximate the back of the cab10 c, 10 d. The minor edge 1220 may be substantially straight in someimplementations. The static D-gap panel 1204 may have a major edge 1222opposing the minor edge 1220 that is distal to the cab 10 c, 10 d. Insome implementations, the length of the major edge 1222 may be greaterthan the length of the minor edge 1220. One or more side edges 1224 mayextend between the minor edge 1220 and the major edge 1222. Such one ormore side edges 1224 may meet one or both of the minor edge 1220 and themajor edge 1222 at a non-perpendicular angle. The static D-gap panel1204 may be used to accommodate various shapes and configurations forthe back of the cab 10 c, 10 d, thus enabling the deployable fairingsystem 1200 to be installed, for example, as a retrofit on existingtractors 10 a without creating a gap between the deployable fairingsystem 1200 and the back of the cab 10 c, 10 d. In some implementations,the deployable fairing system 1200 may not include the static D-gappanel 1204.

The proximal end of the center actuator 1212 may be pivotally coupled tothe back of the cab 10 c, 10 d with one or more hinges that enable thecenter actuator 1212 to pivot about a horizontal, lateral axis thatextends across the back of the cab 10 c, 10 d. The center actuator 1212may rotate about the horizontal, lateral axis as the deployable fairing1202 moves between a deployed configuration 1226 (FIG. 12A) and aretracted configuration 1228 (FIG. 12B). When the deployable fairing1202 is in the deployed configuration 1226, the center actuator 1212 mayapply an upward force to the deployable upper panel 1206 such that thedeployable upper panel 1206 extends rearwardly away from the back of thecab 10 c.

The deployable upper panel 1206 may be shaped like a trapezoid, with twobases, or parallel sides, (leading edge 1230 and trailing edge 1232)that extend in a lateral direction across the width 10 e of the cab 10c. In some implementations, the deployable upper panel 1206 may beshaped like a trapezoid but with one or more corners along the longerbase cut off to form two additional short sides. In someimplementations, the leading edge 1230 of the deployable upper panel1206 is located proximate the static D-gap panel 1204 and forms a majoredge that is pivotally coupled to the major edge 1222 of the staticD-gap panel 1204 using one or more hinges. The hinges enable thedeployable upper panel 1206 to rotate about an upper horizontal axis1234 that extends in a lateral direction across the width 10 e of thecab 10 c, parallel to the major edge 1222 and perpendicular to thedirection of travel during normal operation, as discussed below. Whenthe deployable fairing 1202 is in the deployed configuration 1226, thedeployable upper panel 1206 may extend rearwardly from the upperhorizontal axis 1234 and be titled relatively upward from the upperhorizontal axis 1234 in which the trailing edge 1232 of the deployableupper panel 1206 is positioned relatively above the leading edge 1230 ofthe deployable upper panel 1206. A left side edge 1236 and a right sideedge 1238 may extend between the leading edge 1230 and the trailing edge1232

The left and the right side panels 1208 and 1210, respectively, are eachphysically coupled to a left hinge 1240 and a right hinge 1242,respectively. The left hinge 1240 may be comprised of a base 1240 a andan arm 1240 b. The base 1240 a may be physically coupled to the back ofthe cab 10 c. As such, in some implementations, the left hinge 1240 maybe the only hinge that directly couples the left side panel 1208 to thecab 10 c. A proximal end of the arm 1240 b of the left hinge 1240 mayrotatably couple to the base 1240 a and rotate about a left verticalhinge axis 1244. A distal end of the arm 1240 b may be physicallycoupled to the left side panel 1208. In some implementations, forexample, the left side panel 1208 may be spaced along the arm 1240 bsuch that a proximal edge 1246 of the left side panel 1208 is located atleast two inches from the base 1240 a of the left hinge 1240. In someimplementations, the left side panel 1208 may be spaced along the arm1240 b by a distance that is one-half inch more than a length of thestatic cab fairing 17 that extends rearwardly from the back of the cab10 c. In such implementations, the left side panel 1208 may betranslated away from the back of the cab 10 c and pivot about the leftvertical hinge axis 1244 when the deployable fairing 1202 transitions tothe deployed configuration 1226 from the retracted configuration 1228.In some implementations, a set of resilient shock absorbers 1240 c maybe interposed between the left side panel 1208 and the left hinge 1240to absorb impacts, such as, for example, may occur with bumpy road orwith objects hitting the left side panel 1208.

The right side panel 1210 may be coupled to a right hinge 1240 that iscomprised of a base 1240 a and an arm 1240 b. The base 1240 a may bephysically coupled to the back of the cab 10 c. As such, in someimplementations, the right hinge 1240 may be the only hinge thatdirectly couples the right side panel 1210 to the cab 10 c. A proximalend of the arm 1242 b of the right hinge 1242 may rotatably couple tothe base 1242 a and rotate about a right vertical hinge axis 1248. Adistal end of the arm 1242 b may be physically coupled to the right sidepanel 1210. In some implementations, for example, the right side panel1210 may be spaced along the arm 1242 b such that a proximal edge 1250of the right side panel 1210 is located at least two inches from thebase 1242 a of the right hinge 1242. In some implementations, the rightside panel 1210 may be spaced along the arm 1242 b by a distance that isone-half inch more than a length of the static cab fairing 17 thatextends rearwardly from the back of the cab 10 c. As such, the rightside panel 1210 may be translated away from the back of the cab 10 c andpivot about the right vertical hinge axis 1248 when the deployablefairing 1202 transitions to the deployed configuration 1226 from theretracted configuration 1228. In some implementations, a set ofresilient shock absorbers 1242 c may be interposed between the rightside panel 1210 and the right hinge 1242 to absorb impacts, such as, forexample, may occur with bumpy road or with objects hitting the rightside panel 1210.

The left vertical axis 1244 and the right vertical axis 1248 may extendalong or parallel to the proximal edge 1246 of the left side panel 1208and the proximal edge 1250 of the right side panel 1210, respectively.The left vertical hinge axis 1244 and right vertical hinge axis 1248 maybe perpendicular to the upper horizontal axis 1234 about which thedeployable upper panel 1206 rotates. In some implementations, theproximal edge 1246 of the left side panel 1208 and the proximal edge1250 of the right side panel 1210 may be located away from the leftvertical hinge axis 1244 and the right vertical hinge axis 1248,respectively. In some implementations, neither the proximal edge 1246 ofthe left side panel 1208 nor the proximal edge 1250 of the right sidepanel 1210 includes any hinges. In some such implementations, the leftand the right side panels 1208 and 1210, respectively, are separatedfrom and not coupled to the deployable upper panel 1206. In someimplementations, the left side panel 1208 and the right side panel 1210may not be physically coupled to any vertical hinges along therespective proximal edges 1246 and 1250.

In some implementations, the left side panel 1208 may be rotatablytranslated and pivoted by the left actuator 1214. The proximal end ofthe left actuator 1214 is pivotally coupled to the base 1240 a of theleft hinge 1240 that is located proximate the back of the cab 10 c, 10d. Such a rotatable coupling to the base 1240 a of the left hinge 1240enables the left actuator 1214 to pivot about a left actuator verticalaxis 1252 that vertically extends through the base 1240 a of the lefthinge 1240. A distal end of the left actuator 1214 may be coupled to thearm 1240 b of the left hinge 1240 at a distance from the base 1240 a.The left actuator 1214 rotates about the left actuator vertical axis1252 as the deployable fairing 1202 moves between the retractedconfiguration 1228 (FIG. 12B) and the deployed configuration 1226 (FIG.12A), thereby applying an outward and rearward force on the left sidepanel 1208 to translate and pivot the left side panel 1208 away from theback of the cab 10 c. When the deployable fairing 1202 is in thedeployed configuration 1226, the distal end of the left actuator 1214may be located rearward and outward from the proximal end of the leftactuator 1214, and is attached to the arm 1240 b of the left hinge 1240and/or to the left side panel 1208 with one or more left side panelhinges 1254. The left side panel hinges 1254 enable the left actuator1214 to rotate relative to the arm 1240 b of the left hinge 1240 and/orto the left side panel 1208 as the deployable fairing 1202 moves betweenthe retracted configuration 1228 and the deployed configuration 1226. Insome implementations, the left actuator vertical axis 1252 may beco-located with the left vertical hinge axis 1244. In someimplementations, such as that shown in FIGS. 12A through 12C the leftactuator vertical axis 1252 may be offset from the left vertical hingeaxis 1244. In some implementations, the left actuator 1214 may bedirectly, rotatably, physically coupled to either or both of the back ofthe cab 10 c and/or the left side panel 1208.

In some implementations, the right side panel 1210 may be rotatablytranslated and pivoted by the right actuator 1216. The proximal end ofthe right actuator 1216 may be pivotally coupled to the base 1242 a ofthe right hinge 1242 that is located proximate the back of the cab 10 c,10 d. Such a rotatable coupling to the base 1242 a of the right hinge1242 may enable the right actuator 1216 to pivot about a right actuatorvertical axis 1256 that extends vertically through the base 1242 a ofthe right hinge 1242. A distal end of the right actuator 1216 may becoupled to the arm 1242 b of the right hinge 1242 at a distance from thebase 1242 a. The right actuator 1216 rotates about the right actuatorvertical axis 1256 as the deployable fairing 1202 moves between theretracted configuration 1228 (FIG. 12B) and the deployed configuration1226 (FIG. 12A), thereby applying an outward and rearward force on theright side panel 1210 to translate and pivot the right side panel 1210away from the back of the cab 10 c. When the deployable fairing 1202 isin the deployed configuration 1226, the distal end of the right actuator1216 is located rearward and outward from the proximal end of the rightactuator 1216, and is attached to the arm 1242 b of the right hinge 1242and/or to the right side panel 1210 with one or more right side panelhinges 1258. The right side panel hinges 1258 enable the right actuator1216 to rotate relative to the arm 1242 b of the right hinge 1242 and/orto the right side panel 1210 as the deployable fairing 1202 movesbetween the retracted configuration 1228 and the deployed configuration1226. In some implementations, the right actuator vertical axis 1256 maybe co-located with the right vertical hinge axis 1248. In someimplementations, such as that shown in FIGS. 12A through 12C the rightactuator vertical axis 256 may be offset from the right vertical hingeaxis 1248. In some implementations, the right actuator 1216 may bedirectly, rotatably, physically coupled to either or both of the back ofthe cab 10 c and/or the right side panel 1210.

The left and the right side panels 1208 and 1210, respectively, eachextend vertically with respect to the cab 10 c, 10 d when the deployablefairing 1202 is both in the unextended or retracted configuration 1228and in the extended or deployed configuration 1226. When the deployablefairing 1202 is in the deployed configuration 1226, the left and theright side panels 1208 and 1210 may be substantially parallel to thedirection of travel during normal operation and substantiallyperpendicular to the deployable upper panel 1206, extending rearwardlyfrom the cab 10 c. In some implementations, the left and the right sidepanels 1208 and 1210 may alternatively be at a positive slope, slightlyflaring out from vertical planes that extend rearwardly from the side ofthe cab 10 c, when the deployable fairing 1202 is in the deployedconfiguration 1226. As such, the left side panel 1208 and the right sidepanel 1210 may taper outwardly in a direction going from a front of thefairing system 1200 toward a rear of the fairing system 1200. When thedeployable fairing 1202 is in the retracted configuration 1228, the leftand the right side panels 1208 and 1210 pivot into the back of the cab10 c to extend laterally with respect to the cab 10 c, to besubstantially perpendicular to the direction of travel during normaloperation. In some implementations, the left and the right side panels1208 and 1210 may be rotated inward towards the back of the cab 10 c bya certain angle (e.g., rotated inward by about 45° from their respectivelocations in the deployed configuration 1226).

In some implementations when the deployable fairing 1202 is in thedeployed configuration 1226 the left side panel 1208 and the right sidepanel 1210 may taper outwardly in a direction going from a front of thefairing system 1200 toward the rear of the fairing system, and at thesame time, the deployable upper panel 1206 may be titled relativelyupward from the upper horizontal axis 1234 in which the trailing edge1232 of the deployable upper panel 1206 is positioned relatively abovethe leading edge 1230 of the deployable upper panel 1206. In such animplementation, an area enclosed by a perimeter defined by thedeployable upper panel 1206, the left side panel 1208, and the rightside panel 1210 distal from the front of the fairing system 1200 may begreater than an area enclosed by a perimeter defined by the deployableupper panel 1206, the left side panel 1208, and the right side panel1210 proximate the front of the fairing system 1200.

FIG. 12B shows the deployable fairing system 1200 with the deployablefairing 1202 in the retracted position 1228, according to at least oneillustrated implementation. In the retracted or un-deployedconfiguration 1228, each of the deployable upper panel 1206, the leftside panel 1208, and the right side panel 1210 may be in a verticalposition, arrayed in one or more layers stacked with respect to the backof the cab 10 c, 10 d. In some implementations, the deployable upperpanel 1206 is closest to the cab 10 c and extends at a negative anglerelatively downward such that the trailing edge 1232 is placedrelatively below the leading edge 1230 of the deployable upper panel1206. The deployable upper panel 1206 has an upper surface 1260,opposing and separated by a width from the lower surface 1262, in whichthe upper surface 1260 faces away from the back of the cab 10 c towardsthe trailer 10 b.

The left and the right side panels 1208 and 1210, respectively, may befolded against, and form a second layer adjacent to, deployable upperpanel 1206 when the deployable fairing 1202 is in the retractedconfiguration 1228. The left and the right side panels 1208 and 1210 mayextend laterally in a line parallel to the back of the cab 10 c, 10 dand cover a portion, all, or substantially all of the other componentsof the deployable fairing 1202. A gap 1264 may exist between the leftand the right side panels 1208 and 1210 in the retracted configuration1228. The left and the right side panels 1208 and 1210 have interiorsurfaces that are adjacent to and face the deployable upper panel 1206when the deployable fairing 1202 is in the retracted configuration 1228.The left and the right side panels 1208 and 1210 have exterior surfaces1266 and 1268, respectively, that are separated from the interiorsurfaces by one or more widths and face away from the back of the cab 10c towards the trailer 10 b.

In some implementations, the left side panel 1208 and/or the right sidepanel 1210 may be comprised of a flexible, elastic material, asdiscussed below. In such implementations in which the left side panel1208 is comprised of flexible, elastic material, the left side panel1208 may be elastically deformed in the retracted configuration 1228 inorder to load the left side panel 1208 without plastically deforming theleft side panel 1208 and/or the deployable upper panel 206. In suchimplementations in which the right side panel 1210 is comprised offlexible, elastic material, the right side panel 1210 may be elasticallydeformed in the retracted configuration 1228 in order to load the rightside panel 1210 without plastically deforming the right side panel 1210and/or the deployable upper panel 1206.

FIGS. 13A, 13B, 13C, and 13D show different implementations of adeployable fairing system 1300 in which actuators 1301 (left actuator1301 a and right actuator 1301 b) are used to translate and pivot eachassociated side panel 1302 (left side panel 1302 a and/or right sidepanel 1302 b, respectively). In each such implementation, the side panel1302 may be coupled to and pivoted about a respective hinge 1304 (lefthinge 1304 a and right hinge 1304 b) that is comprised of a base 1306and an arm 1308. The base 1306 may be physically coupled to the back ofthe cab 10 c. A proximal end of the arm 1308 of the hinge 1304 mayrotatably couple to the base 1306 and rotate about a vertical hinge axis1310 (e.g., left vertical hinge axis 1310 a or right vertical hinge axis1310 b). A distal end of the arm 1308 may be physically coupled to theside panel 1302. In some implementations, for example, the side panel1302 may be spaced along the arm 1308 such that a proximal edge 1312 ofthe side panel 1302 is located at least two inches from the associatedbase 1306 of the hinge 1304. In some implementations, the side panel1302 may be spaced along the arm 1308 by a distance that is one-halfinch more than a length of the static cab fairing 17 that extendsrearwardly from the back of the cab 10 c. As such, the side panel 1302may be translated away from the back of the cab 10 c and pivot about thevertical hinge axis 1310 when the deployable fairing system 1300transitions to the deployed configuration from the retractedconfiguration.

The side panel 1302 may be rotatably translated and pivoted by theassociated actuator 1301. In a first implementation of the deployablefairing system 1300 a (FIG. 13A), a proximal end of the actuator 1301may be pivotally coupled to the base 1306 of the left hinge 1304 that islocated proximate the back of the cab 10 c, 10 d. This rotatablecoupling to the base 1306 of the hinge 1304 may enable the actuator 1301to pivot about an actuator vertical axis 1314 (e.g., left actuatorvertical axis 1314 a or right actuator vertical axis 1314 b) thatextends vertically through the base 1306 of the hinge 1304. A distal endof the actuator 1301 may be coupled to the associated side panel 1302with one or more side panel hinges 1316 at a distance from the base1306. Such side panel hinges 1316 enable the actuator 1301 and the sidepanel 1302 to rotate relative to each other as the deployable fairingsystem 1300 a rotates between a deployed configuration and a retractedconfiguration. In such an implementation, the actuator 1301 may rotateabout the actuator vertical axis 1314 outward, away from the back of thecab 10 c, 10 d, thereby applying an outward and rearward force on theside panel 1302 to translate and pivot the side panel 1302 away from theback of the cab 10 c. When the deployable fairing system 1300 a is inthe deployed configuration, the distal end of the actuator 1301 may belocated rearward and outward from the proximal end of the actuator 1301.

In a second implementation of the deployable fairing system 1300 b (FIG.13B), a proximal end of the actuator 1301 may be pivotally coupled tothe cab 10 c, 10 d. This rotatable coupling to the cab 10 c, 10 d mayenable the actuator 1301 to pivot about an actuator vertical axis 1314(e.g., left actuator vertical axis 1314 a or right actuator verticalaxis 1314 b) that extends vertically proximate the back of the cab 10 c,10 d. A distal end of the actuator 1301 may be coupled to a portion ofthe arm 1308 with one or more side panel hinges 1316 at a distance fromthe base 1306. Such side panel hinges 1316 enable the actuator 1301 andthe arm 1308 to rotate relative to each other as the deployable fairingsystem 1300 b rotates between a deployed configuration and a retractedconfiguration. In such an implementation, the actuator 1301 may rotateabout the actuator vertical axis 1314 outward, away from the back of thecab 10 c, 10 d, thereby applying an outward and rearward force on thearm 1308 and to the side panel 1302 to translate and pivot the sidepanel 1302 away from the back of the cab 10 c. When the deployablefairing system 1300 b is in the deployed configuration, the distal endof the actuator 1301 may be located rearward and outward from theproximal end of the actuator 1301.

In a third implementation of the deployable fairing system 1300 c (FIG.13C), a proximal end of the actuator 1301 may be pivotally coupled tothe cab 10 c, 10 d. This rotatable coupling to the cab 10 c, 10 d mayenable the actuator 1301 to pivot about an actuator vertical axis 1314(e.g., left actuator vertical axis 1314 a or right actuator verticalaxis 1314 b) that extends vertically proximate the back of the cab 10 c,10 d. A distal end of the actuator 1301 may be coupled to the associatedside panel 1302 with one or more side panel hinges 1316 at a distancefrom the base 1306. Such side panel hinges 1316 enable the actuator 1301and the side panel 1302 to rotate relative to each other as thedeployable fairing system 1300 a rotates between a deployedconfiguration and a retracted configuration. In such an implementation,the actuator 1301 may rotate about the actuator vertical axis 1314outward, away from the back of the cab 10 c, 10 d, thereby applying anoutward and rearward force on the side panel 1302 to translate and pivotthe side panel 1302 away from the back of the cab 10 c. When thedeployable fairing system 1300 is in the deployed configuration, thedistal end of the actuator 1301 may be located rearward and outward fromthe proximal end of the actuator 1301.

In a fourth implementation of the deployable fairing system 1300 d (FIG.13D), a proximal end of each actuator 1301 may be pivotally coupled to apanel 1318 that extends across the width 10 e of the cab 10 c, 10 d.This rotatable coupling to the panel 1318 may enable the each actuator1301 to pivot about a respective actuator vertical axis 1314 (e.g., leftactuator vertical axis 1314 a or right actuator vertical axis 1314 b)that extends vertically proximate the back of the cab 10 c, 10 d. Adistal end of each actuator 1301 may be physically, rotatably coupled toa portion of the respective arm 1308 using one or more side panel hinges1316 at a distance from the base 1306. Such side panel hinges 1316enable each actuator 1301 and the respective arm 1308 to rotate relativeto each other as the deployable fairing system 1300 b rotates between adeployed configuration and a retracted configuration. In such animplementation, the actuator 1301 may rotate about the actuator verticalaxis 1314 outward, away from the back of the cab 10 c, 10 d, therebyapplying an outward and rearward force on the arm 1308 that causes thearm to pivot away from the back of the cab 10 c, 10 d. When thedeployable fairing system 1300 d is in the deployed configuration, thedistal end of each actuator 1301 may be located rearward and outwardfrom the proximal end of the actuator 1301.

FIG. 14A is an isometric view of a side panel which comprises of a flatskin 170 coupled to a frame formed by a pair of closed tubes (left tube172 and right tube 174) that extend along opposed sides or edges of theflat skin 170, according to at least one illustrated implementation.FIG. 14B is an elevational view and FIG. 14C is a plan view of the sidepanel of FIG. 14A. The flat skin 170 may be comprised of glassreinforced plastic (e.g., polypropylene and glass fiber). The closedleft and right tubes 172 and 174 may comprise, for example, fromaluminum or any other type of appropriate material. The closed tubes 172and 174 are riveted, or otherwise attached to the flat skin 170 to forma reinforcing frame. One or more of the deployable upper panel 60, theleft side panel 30, and the right side panel 32 can be comprised of askin 170 coupled to a frame, such as a frame formed from a pair ofclosed left and right tubes 172 and 174.

FIG. 15A is an isometric view of a side panel that comprises a skin 176having a flat major portion 176 a, with a four-bend edge (bends 176 b,176 c, 176 d, and 176 e) along a pair of opposed sides or edges of theskin, according to at least one illustrated implementation. FIG. 15B isan elevational view and FIG. 15C is a plan view of the side panel ofFIG. 15A. In such implementations, the skin 176 may be comprised of asingle unitary piece of construction. A side panel having a greater orfewer bends (e.g., a two-bend edge) may be used in place of thefour-bend edge of FIG. 15A. Each of the first three bends 176 b, 176 c,and 176 d may be a 90° bend in the same direction (e.g., 90° to the leftor to the right), thus forming a closed loop at the edge of the skin176. The last bend 176 e is in the opposite direction as the first threebends 176 b, 176 c, and 176 d such that one or both of a left edge 178and a right edge 180 extend away from the closed loop formed by thefirst three bends 176 b, 176 c, and 176 d. The left and right edges 178and 180 may be secured to the skin 176 using rivets or some similar suchfastener. One or more of the deployable upper panel 60, the left sidepanel 30, and the right side panel 32 can be comprised of a skin 176with a four bend edge.

One or more of the bends 176 b, 176 c, 176 d and 176 e may include oneor more perforations 177. The perforations 177 may be cut or otherwiseincorporated into the desired bends 176 b, 176 c, 176 d, or 176 e using,for example, a laser during the manufacturing process. As shown in FIG.15A, third bend 176 d includes a series of perforations 177 that extendsthe length of the third bend 176 d. In such implementations, theperforations 177 enable the associated bend (e.g., third bend 176 d) tobe performed more easily, such as by hand, during the manufacturingprocess. Thus, the first bend 176 b, the second bend 176 c, and thefourth bend 176 e are made in the skin 176 in any appropriate orderusing a mechanical process or device(s). After the bends 176 b, 176 c,and 176 e have been accomplished, the third bend 176 d can be made by aworker by hand. The four bend edges may then optionally be secured tothe skin 176 using rivets or some similar such fasteners along left edge178 and right edge 180.

FIG. 16A is an isometric view of a side panel comprises of a skin 182having a flat major portion 182 a, with a three bend edge (bends 182 b,182 c, and 182 d) along a pair of opposed sides or edges of the skin,according to at least one illustrated implementation. FIG. 16B is anelevational view and FIG. 16C is a plan view of the side panel of FIG.16A. In such implementations, the skin 182 may be comprised of a singleunitary piece of construction. Each of the three bends 182 b, 182 c, and182 d may be a 90° bend in the same direction (e.g., 90° to the left orto the right), thus forming a closed loop at the edge of the skin 182.The loop is not secured to the skin. One or more of the deployable upperpanel 60, the left side panel 30, and the right side panel 32 can becomprised of a skin 182 with a three bend edge.

FIG. 17A is an isometric view of a side panel comprises of a skin 186having a curved major portion 188 coupled to a frame formed by a pair ofclosed tubes (left tube 190 and right tube 192) which extend alongopposed sides or edges of the skin 186, according to at least oneillustrated implementation. FIG. 17B is an elevational view and FIG. 17Cis a plan view of the side panel of FIG. 17A. The closed tubes 190 and192 may be formed, for example, from aluminum tubes or any other type ofappropriate material. The closed tubes 190 and 192 may be riveted, orotherwise attached to form a frame that reinforces the skin 186. In someimplementations, one or both of the closed tubes 190 and 192 may becomprised of a multiple bend edge, such as, for example, the three andfour bend edges previously discussed. One or more of the deployableupper panel 60, the left side panel 30, and the right side panel 32 canbe comprised of a skin 186 having a curved major portion 188 and coupledto a frame, such as a frame formed from a pair of closed tubes, such asleft tube 190 and right tube 192.

FIGS. 18A, 18B, and 18C show a side panel hinge 1800 (e.g., the lefthinge and the right hinge) comprised of a base 1806 and an arm 1810along with a hinge actuator 1802 in which a proximal end 1804 of thehinge actuator 1802 is rotatably coupled to the base 1806 and anopposing distal end 1808 of the hinge actuator 1802 is rotatably coupledto a portion of the arm 1810, according to at least one illustratedimplementation. The base 1806 of the side panel hinge 1800 may bephysically coupled to the back of the cab 10 c along a first surface1812, via bolts, rivets, screws, or other similar physical couplingcomponents. A proximal end 1814 of the arm 1810 may rotatably couple tothe base 1806 and rotate about a vertical hinge axis 1816. A distal end1818 of the arm 1810 may physically couple to a side panel. In someimplementations, such coupling may occur via one or more couplingfeatures 1820 spaced along the arm 1810 in which the coupling features1820 may be, for example, one or more posts that extend outward from thearm 1810 to engage with corresponding apertures on the side panel,thereby physically coupling the arm 1810 with the side panel. In someimplementations, coupling features 1820 may be spaced along the arm 1810such that a proximal edge of the side panel is located at least twoinches from the associated base 1806. In some implementations, thecoupling features 1820 may be spaced along the arm 1810 such that aproximal end of the side panel is separated from the static cab fairing17 by a distance of at least one-half inch. As such, the hinge 1800 maytranslate and pivot the side panel away from the back of the cab 10 cabout the vertical hinge axis 1816 when the deployable fairing systemtransitions to the deployed configuration from the retractedconfiguration.

The arm 1810 and the attached side panel may be rotatably translated andpivoted by the associated hinge actuator 1802. For example, a proximalend 1804 of the hinge actuator 1802 may be pivotally coupled to the base1806 that is located proximate the back of the cab 10 c, 10 d via one ormore hinges 1822. In some implementations, the one or more hinges 1822may include a sleeve 1824 that extends from a first side 1826 of thebase 1806 through an aperture 1828 on the proximal end 1804 of the hingeactuator 1802 to an opposing second side 1830 of the base 1806. Such asleeve 1824 may be held in place by a screw that extends between andsecured at the first side 1826 and the second side 1830 of the base1806. This rotatable coupling to the base 1806 may enable the hingeactuator 1802 to pivot about an actuator vertical axis 1825 that extendsvertically through the base 1806. A distal end 1808 of the hingeactuator 1802 may be coupled to a portion of the arm 1810 with one ormore side panel hinges 1832 at a distance from the base 1806. Such sidepanel hinges 1832 enable the actuator 1802 and the arm 1810 to rotaterelative to each other as the base 1806 rotates between a deployedconfiguration and a retracted configuration.

In some implementations, the actuator 1802 may include a housing 1802 aand an extendable arm 1802 b. When the side panel hinge 1800 is in theretracted configuration (FIG. 18C), at least some of the extendable arm1802 b may be contained within the housing 1802 a. To transition theside panel hinge 1800 to the deployed configuration, the actuator 1802may extend the extendable arm 1802 b from the distal end 1808 of theactuator 1802, thereby applying an outward and rearward force on thedistal end 1818 of the arm 1810 that results in the distal end 1818 ofthe arm 1810 and the attached side panel translating and pivoting awayfrom the back of the cab 10 c. When the side panel hinge 1800 is in thedeployed configuration, the extendable arm 1802 b may have beenlaterally translated out of one end of the housing 1802 a to increase alength of the actuator 1802. In some implementations, when the sidepanel hinge 1800 is in the deployed configuration, the distal end 1808of the actuator 1802 may be located rearward and outward from theproximal end 1804 of the actuator 1802. In some implementations, one ormore positional sensors may be placed along a direction of travel of theactuator 1802 and/or within the actuator 1802. Such positional sensorsmay include, for example, Reed switches that may be used to indicate thepositions of the components being pivoted, translated, or otherwisemoved by the actuators 1802. In some implementations, multiplepositional sensors may be placed within the actuator 1802. Such signalsfrom multiple positional sensors may be used to determine a rate oftravel of the component(s) being moved by the actuator 1802.

FIGS. 19A and 19B show a portion of a fairing system 1900 that includesa left actuator 1902 and a right actuator 1904 in a deployedconfiguration 1906 (FIG. 19A) and a retracted configuration 1908 (FIG.19B), according to at least one illustrated implementation. The fairingsystem 1900 includes a center bracket 1910 to which a center actuatormay optionally be attached. In such an implementation in which thecenter actuator is not present, the left actuator 1902 and the rightactuator 1904 may be used to transition the fairing system 1900 betweenthe retracted configuration and the deployed configuration. For example,the left actuator 1902 may be physically, rotatably coupled to a lefthinge 1926 that includes a base 1926 a and an arm 1926 b. The leftactuator 1902 may be used to apply an outward and rearward force on thearm 1926 b of the left hinge 1926, thereby causing the arm 1926 b torotate outward from the back of the cab 10 c, 10 d. Such movement of thearm 1926 b may result in an attached side panel (not shown) beingtranslated and pivoted away from the back of the cab 10 c, 10 d. Theright actuator 1904 may be physically, rotatably coupled to a righthinge 1928 that includes a base 1928 a and an arm 1928 b. The rightactuator 1904 may be used to apply an outward and rearward force on thearm 1928 b of the right hinge 1928, thereby causing the arm 1928 b torotate outward from the back of the cab 10 c, 10 d. Such movement of thearm 1928 b may result in an attached side panel (not shown) beingtranslated and pivoted away from the back of the cab 10 c, 10 d. In someimplementations, the left side panel and/or the right side panel may bephysically, translatably coupled to a deployable upper panel assembly,as discussed above. In such implementations in which the fairing system1900 includes only the left actuator 1902 and the right actuator 1904,the movement of the respective side panels by the left actuator 1902 andthe right actuator 1904 may cause a physically coupled deployable upperpanel assembly to transition between a deployed configuration and aretracted configuration.

The fairing system 1900 also includes a static D-gap panel 1912. Thestatic D-gap panel 1912 is attached to the back of the cab 10 c, 10 dand extends horizontally rearward towards the trailer 10 b. The staticD-gap panel 1912 may be physically coupled to the back of the cab 10 c,10 d via one or more elongated straps 1914 that extend rearward from thecab 10 c, 10 d towards the trailer 10 b. The static D-gap panel 1912 hasa D-shaped profile, with a minor edge 1916 proximate the back of the cab10 c, 10 d. The minor edge 1916 may be substantially straight in someimplementations. The static D-gap panel 1912 may have a major edge 1918opposing the minor edge 1916 that is distal to the cab 10 c, 10 d. Insome implementations, the length of the major edge 1918 may be greaterthan the length of the minor edge 1916. One or more side edges 1920 mayextend between the minor edge 1916 and the major edge 1918. Such one ormore side edges 1920 may meet one or both of the minor edge 1916 and themajor edge 1918 at a non-perpendicular angle. The static D-gap panel1912 may be used to accommodate various shapes and configurations forthe back of the cab 10 c, 10 d, thus enabling the deployable fairingsystem 1900 to be installed, for example, as a retrofit on existingtractors 10 a without creating a gap between the deployable fairingsystem 1900 and the back of the cab 10 c, 10 d. In some implementations,the static D-gap panel 1912 may include one or more wings 1922 thatextend rearward from the static D-gap panel 1912 proximate the sideedges 1920. Such wings 1922 may be used to affix the fairing system 1900to an existing static cab fairing 17 that extends rearward from the backof the cab 10 c, 10 d. Such wings 1922 may be used to guide the sidepanels into a deployed configuration. The static D-gap panel 1912 may besupported by one or more brackets 1924 that may be coupled to the backof the cab 10 c, 10 d.

FIG. 20A is a top plan view of a deployable upper panel assembly 2000,according to at least one illustrated implementation. The deployableupper panel assembly 2000 may include a minor section 2002 and a majorsection 2004. In some implementations, the minor section 2002 may belocated relatively proximate the cab 10 c, 10 d, and the major section2004 may be located relatively away from the cab 10 c, 10 d. In someimplementations, the minor section 2002 and the major section 2004 maybe rotatably coupled view a rotatable joint 2006. In such animplementation, the minor section 2002 and the major section 2004 may beable to rotate relative to each other such that the minor section 2002and the major section 2004 may be located in intersecting planes. Forexample, in some implementations, the minor section 2002 may extendrearward from the back of the cab in a horizontal plane that issubstantially parallel to the ground or other surface on which the cab10 c, 10 d is resting. The major section 2004, though, may be tiltedrelatively upward from the horizontal plane such that a proximal edge2008 of the major section 2004, which is located relatively proximatethe rotatable joint 2006, is relatively lower than a distal edge 2010 ofthe major section 2004, which is located relatively away from rotatablejoint 2006.

FIG. 20B shows an outwardly tapered side panel 2020 with an upper edge2022 that has an upper slope, according to at least one illustratedimplementation. Such an upper slope may be at a defined angle 2024 abovea horizontal plane that is parallel to the ground or other surface onwhich the cab 10 c, 10 d is resting. In some implementations in whichthe associated fairing system include a deployable upper panel and/ordeployable upper panel assembly that tilts upward, the defined angle2024 may be based upon the relative tilt of the deployable upper paneland/or deployable upper panel assembly. In such an implementation, therelatively upward tilted deployable upper panel and/or deployable upperpanel assembly may rest upon the upper edge 2022 of the outwardlytapered side panel 2020.

FIG. 20C shows a portion of a fairing system 2050 that includes adeployable upper panel assembly 2000 and a set of outwardly tapered sidepanels 2020, according to at least one illustrated implementation. Themajor section 2004 of the deployable upper panel assembly 2000 may betilted upward at a defined angle from a horizontal plane that isparallel to the ground or other surface on which the fairing system 2050is resting. The upper edges 2022 of each of the outwardly tapered sidepanels 2020 may be titled upward by a corresponding amount such that atleast a portion of the major section 2004 of the deployable upper panelassembly 2000 rests upon the upper edges 2022 of the respectiveoutwardly tapered side panels 2020. In some implementations, theoutwardly tapered side panels 2020 may taper outwardly in a directiongoing from a front 2052 of the fairing system 2050 towards a rear 2054of the fairing system 2050.

FIG. 21 shows a control subsystem 2100 for a deployable fairing systemaccording to one illustrated embodiment.

The control subsystem 2100 is configured to automatically selectivelymove a deployable fairing 16 between a deployed or extendedconfiguration and an un-deployed or unextended configuration based on asignal indicative of a speed or location of at least one of thevehicles. The control subsystem 2100 may include a controller 2102. Thecontroller 2102 may include a processor (e.g., microprocessor, digitalsignal processor, programmable gate array, application specificintegrated circuit, microcontroller) 2104. The controller 2102 mayinclude one or more processor readable memories or storage mediums. Forexample, the controller 2102 may include read only memory 2106 and/orrandom access memory 2108. The memories 2106, 2108 may store processorexecutable instructions that cause the processor 2104 to assess speed,location, or one or more thresholds, and to control a configuration orposition of the deployable fairing 16 in response thereto.

The controller 2102 may include one or more busses 2110 coupling theprocessor 2104 and memories 2106, 2108. For example, the controller 2102may include a power bus, instruction bus, data bus, address bus, etc.The busses may also provide signal paths to communicate with otherdevices or elements of the control subsystem 2100. The control subsystem2100 may also include one or more digital-to-analog (D/A) converters2110 to convert digital signals from the processor 2104 into an analogform suitable to drive certain components. The control subsystem 2100may also include one or more analog-to-digital (A/D) converters 2112 toconvert analog signals from certain components into a digital formsuitable for processing by the processor 2104.

The control subsystem 2100 may include an actuator 2114 operable to movethe deployable fairing 16 between the deployed or extended configurationand an un-deployed or unextended configuration. As previously explained,the actuator may, for example, take the form of a piston/cylinder pair,a solenoid, and/or an electric motor. In addition, at least one valve2126 may be attached to or incorporated into the actuator 2114. Thevalve 2126 may be a mechanical control valve, a solenoid, or other likedevice that can selectively vent the actuator 2114. In the event of anerror or a loss of power, the valve 2126 can be biased in the event of apower loss to deactivate the actuator 2114 such as, for example, byventing the air within a pneumatic actuator. In this situation, thecomponents of the deployable fairing 16 default to returning to theunextended configuration 18 as a result of the components of thedeployable fairing 16 applying a downward force to the deactivatedactuator 2114. In some implementations, the control subsystem 2100 maycontrol the actuator 2114 (e.g., the left actuator 1011), such asthrough controlling a fluid supply, to cause the actuator 2114 toretract the left side panel 1010 to elastically deform the left sidepanel 1010 without causing plastic deformation to the left side panel1010 or the deployable upper panel 1032. In some implementations, thecontrol subsystem 2100 may control the actuator 2114 (e.g., the rightactuator 1018), such as through controlling a fluid supply, to cause theactuator 2114 to retract the right side panel 1012 to elastically deformthe right side panel 1012 without causing plastic deformation to theright side panel 1012 or the deployable upper panel 1032.

The valve 2126 may biased to deactivate the actuator 2114 in variousconditions, resulting in the components of the deployable fairing 16automatically returning to the unextended configuration 18. Suchconditions may arise, for example, in the event of a power loss to thevehicle 10 or to the deployable fairing system 12, or in the event thatthe deployable fairing system 12 is unable to communicate with the restof the control subsystem 2100, including the processor 2104. Inaddition, such conditions may arise when one or more control gaugesindicate a potentially unsafe operating condition. For example, a speedsensor 2116, discussed below, may provide a signal indicating that thevehicle 10 is traveling at a low speed, such as may occur when thevehicle 10 is traveling over surface streets. In this situation, theprocessor 2104 may determine if the speed indicated by the signal fromthe speed sensor 2116 falls below a threshold speed value stored inmemories 2106, 2108. If so, then the valve 2126 may be used todeactivate the actuator 2114. The processor 2104 may optionally receivesignals from various other sensors that result in the valve 2126 beingused to deactivate the deployable fairing 16, such as signals from across wind sensor 2128 indicating that the speed of a cross wind exceedsa cross wind threshold, or signals from a temperature sensor 2130indicating a temperature of the environment around the actuator 2114that falls below a low temperature threshold or exceeds a hightemperature threshold. In some implementations, the processor 2104 mayuse the valve 2126 to deactivate the actuator 2114 if it detects thatthe actuator 2114 has encountered a stalled condition that would preventit from transitioning the deployable fairing 16 into the extendedconfiguration 20.

The control subsystem 2100 may receive signals indicative of speed froma speed sensor 2116. The speed sensor 2116 may be an integral part ofthe vehicle 10 as manufactured by the vehicle manufacturer, used as partof the speedometer of the vehicle 10. Alternatively, the speed sensor2116 may be added later. In some embodiments, the speed sensor 2116 is adedicated part of the control subsystem 2100 and is unrelated to, or notpart of, the conventional feedback system (e.g., speedometer) of thevehicle 10.

The control subsystem 2100 may receive signals indicative of speed froman on-board computer 2118 associated with the vehicle 10. Such on-boardcomputers are commonly referred to as a black box. These on-boardcomputers track various parameters of operation such as speed, distance,total time, elapsed time, and/or location. The on-board computers aretypically an after-market device added to the vehicle 10 aftermanufacture of the vehicle 10.

The control subsystem 2100 may receive signals indicative of speed froma global positioning system (GPS) receiver 2120. The (GPS) receiver 2120may determine location information indicative of a current location ofthe vehicle 10. The processor may be configured to associate thelocation information with a particular road or section of road, andhence with a posted speed limited or expected speed of travel for thevehicle 10. For example, the processor 2104 may be configured todetermine whether the vehicle 10 is on a highway or a surface streetbased on the location information. The processor 2104 may be furtherconfigured to deploy or extend the deployable fairing 16 in response todetermining that the vehicle 10 is on a highway and hence is likelyoperating at a relatively high speed. The processor 2104 may be furtherconfigured to retract the deployable fairing 16 in response todetermining that the vehicle 10 is on a surface street hence is likelyoperating at a relatively low speed.

The control subsystem 2100 may receive signals indicative of speed orlocation from a wireless receiver 2122. The wireless receiver 2122 maybe part of the control subsystem 2100, or may be a dedicated part of thevehicle 10. The wireless receiver 2122 may determine speed informationor location information indicative of a current speed or location of thevehicle 10. For example, the wireless receiver 2122 may receiveinformation indicating that the vehicle 10 is at an entrance ramp orexit ramp of a highway, or at a toll booth or toll plaza associate withan entrance or exit of a highway. Additionally, or alternatively, theinformation may indicate another location along a high way or surfacestreet. The location information may itself be indicative of a postedspeed. Additionally or alternatively, the received information mayprovide a measure of the actual speed of the vehicle 10, for example asmeasured by radar or laser speed sensors positioned along the road. Theprocessor may be configured to associate the location information with aparticular road or section of road, and hence with a posted speed limitor expected speed of travel for the vehicle 10. For example, theprocessor 2104 may be configured to determine whether the vehicle 10 ison a highway or surface street based on the location information. Theprocessor 2104 may be further configured to deploy or extend thedeployable fairing 16 in response to determining that the vehicle 10 ison a highway and hence is likely operating at a relatively high speed.The processor 2104 may be further configured to retract the deployablefairing 16 in response to determining that the vehicle 10 is on asurface street hence is likely operating at a relatively low speed.

The control subsystem 2100 may receive signals from positional sensors2124 indicative of the current positions of one or more components ofthe deployable fairing 16, such as, for example, the upper and lowerhorizontal panel assemblies 26 and 28, respectively, and the left andright side panels 30 and 32, respectively. The sensors 2124 may be, forexample, a proximity sensor, a Reed switch, a positional encoder, arotational encoder, an optical encoder, or other like device that cansense the position of one or more components in the deployable fairing16. The processor 2104 may be configured to determine a correct positionfor each of the components of the deployable fairing 16 in each ofvarious configurations (e.g., unextended configuration 18, intermediateconfiguration 22, and extended configuration 20). The processor 2104 mayfurther be configured compare the current position for each component ofthe deployable fairing 16 as indicated by the signals received from thesensors 2124 with the expected position for each component of thedeployable fairing 16 to identify a potential error condition. Such anerror condition may arise, for example, if the current position of oneor more of the components of the deployable fairing 16 differs from theexpected position for the one or more components. In someimplementations, a time out period, such as may be stored in memories2106, 2108, may be used to determine if the deployable fairing 16 hassuccessfully transitioned from the unretracted configuration 18 to theextended configuration 20. If the processor 2104 determines that such anerror condition exists (e.g., the positional sensors 2124 indicate thatone or more components of the deployable fairing 16 have not reached theexpected positions in the deployed configuration 20 within the timeoutperiod), it may be configured to transition the deployable fairing 16,if necessary, into the unretracted configuration 18.

FIG. 22 is an isometric view of a double tethered airline or pneumaticline connection 194 showing a first tether 196 and a second tether 198connected to an airline or pneumatic line 200, according to at least oneillustrated implementation. When the deployable fairing 16 is in theunextended configuration 18, the area made available to allow theairline or pneumatic line 200 to be coupled to the back of the cab 10 c,10 d and to the trailer 10 b is substantially reduced as the upper andlower horizontal panel assemblies 26 and 28 extend downwardly next tothe back of the cab 10 c, 10 d, and as the left and the right sidepanels 30 and 32 extend laterally against the back of the cab 10 c, 10d. To accommodate such, a length of the airline or pneumatic line 200may be substantially increased compared to conventional airlines orpneumatic lines, for example doubled in length, to enable the airline orpneumatic line 200 to traverse the distance between the cab 10 c, 10 dand the trailer 10 b, both when the vehicle 10 is traveling in asubstantially straight line and when the vehicle 10 is turning. Thefirst tether 196 connects to a first point 197 of the airline orpneumatic line 200 and the second tether 198 connects to a second point199 of the airline or pneumatic line 200 in which the first point 197 isproximate the cab 10 c and the second point 199 is proximate the trailer10 b.

The first tether 196 and the second tether 198 may control an amount ofslack in the airline or pneumatic line 200, allowing such to elongateand contract in a controlled manner. In some implementations, forexample, the first tether 196 may have a shorter length than the secondtether 198, enabling the second point 199 to be displaced closer towardsthe trailer 10 b as compared to the first point 197 when the airline orpneumatic line 200 elongates, such as when the vehicle 10 turns. In someother implementations, the first tether 196 may be less elastic than thesecond tether 198, enabling the second point 199 to be displaced closertowards the trailer 10 b as compared to the first point 197 when theairline or pneumatic line 200 elongates. In such an implementation, thefirst tether 196 and the second tether 198 may be the same length in anunstressed condition. In some implementations, the first tether 196 maybe shorter and less elastic than the second tether 198, enabling thesecond point 199 to be displaced closer towards the trailer 10 b ascompared to the first point 197 when the airline or pneumatic line 200elongates.

The above description of illustrated embodiments, including what isdescribed in the Abstract, is not intended to be exhaustive or to limitthe embodiments to the precise forms disclosed. Although specificembodiments of and examples are described herein for illustrativepurposes, various equivalent modifications can be made without departingfrom the spirit and scope of the disclosure, as will be recognized bythose skilled in the relevant art. The teachings provided herein of thevarious embodiments can be applied to other systems and vehicles, notnecessarily the exemplary automatic gap closing system on atractor-trailer combination generally described above. For example, agap closing system may be employed between two trailers, or between alocomotive and a car of a train, and/or between cars of a train. Alsofor example, the automatic gap closing system may be an integral part ofone of the vehicles as the vehicle is manufactured or sold.Alternatively, the automatic gap closing system may be an aftermarketproduct, installed in one of the vehicles after manufacture or sale ofthe vehicle. The methods described herein may include additional acts,omit some acts, and/or perform some acts in a different order. One ormore thresholds may be employed.

The foregoing detailed description has set forth various embodiments ofthe devices and/or processes via the use of block diagrams, schematics,and examples. Insofar as such block diagrams, schematics, and examplescontain one or more functions and/or operations, it will be understoodby those skilled in the art that each function and/or operation withinsuch block diagrams, flowcharts, or examples can be implemented,individually and/or collectively, by a wide range of hardware, software,firmware, or virtually any combination thereof. In one embodiment, thepresent subject matter may be implemented via Application SpecificIntegrated Circuits (ASICs). However, those skilled in the art willrecognize that the embodiments disclosed herein, in whole or in part,can be equivalently implemented in standard integrated circuits, as oneor more computer programs running on one or more computers (e.g., as oneor more programs running on one or more computer systems), as one ormore programs running on one or more controllers (e.g.,microcontrollers) as one or more programs running on one or moreprocessors (e.g., microprocessors), as firmware, or as virtually anycombination thereof, and that designing the circuitry and/or writing thecode for the software and or firmware would be well within the skill ofone of ordinary skill in the art in light of this disclosure.

In addition, those skilled in the art will appreciate that themechanisms taught herein are capable of being distributed as a programproduct in a variety of forms, and that an illustrative embodimentapplies equally regardless of the particular type of physical signalbearing media used to actually carry out the distribution. Examples ofsignal bearing media include, but are not limited to, the following:recordable type media such as floppy disks, hard disk drives, CD ROMs,digital tape, and computer memory.

U.S. Provisional Patent Application No. 62/428,356, filed Nov. 30, 2016and U.S. patent application Ser. No. 15/832,315 filed Dec. 5, 2017, towhich the present application claims priority, is hereby incorporatedherein by reference in its entirety.

The various embodiments described above can be combined to providefurther embodiments. Aspects of the embodiments can be modified, ifnecessary, to employ systems, circuits and concepts of the variouspatents, applications and publications identified herein to provide yetfurther embodiments.

These and other changes can be made to the embodiments in light of theabove-detailed description. In general, in the following claims, theterms used should not be construed to limit the claims to the specificembodiments disclosed in the specification and the claims, but should beconstrued to include all possible embodiments along with the full scopeof equivalents to which such claims are entitled. Accordingly, theclaims are not limited by the disclosure.

1. A fairing system for use with vehicles, the fairing systemcomprising: a fairing structure that includes at least one deployablepanel having a proximal edge, the at least one deployable panel coupledto move between a retracted configuration of the fairing structure and adeployed configuration of the fairing structure; at least one positionalsensor to detect position information related to the at least onedeployable panel, and a processor communicatively coupled to the atleast one positional sensor to receive a set of positional informationthat represents a state of deployment of at least a portion of thefairing structure as detected by the at least one positional sensor. 2.The fairing system of claim 1 wherein the processor determines whetheran error condition exists with based on the state of deployment of thefairing structure as detected by the at least one positional sensor. 3.The fairing system of claim 1 wherein the processor causes the fairingstructure to move to the retracted configuration in the event of anerror condition.
 4. The fairing system of claim 3 wherein the errorcondition includes the position information from the at least onepositional sensor which indicates that the deployable fairing structuredid not transition from the retracted configuration to the deployedconfiguration within an allotted period of time.
 5. The fairing systemof claim 1 wherein the at least one deployable panel comprises adeployable upper panel assembly comprising a deployable upper panel, afirst upper wing panel and at least a second upper wing panel, the firstupper wing panel and the second upper wing panel each pivotally coupledto the deployable upper panel, the deployable upper panel pivotal abouta horizontal axis to move the deployable upper panel assembly betweenthe retracted configuration of the fairing structure and the deployedconfiguration of the fairing structure, and the at least one positionalsensor is positioned to detect position information related to thedeployable upper panel assembly.
 6. The fairing system of claim 5wherein the at least one positional sensor is positioned to detect adistance or angle with respect to at least one portion of the deployableupper panel assembly.
 7. The fairing system of claim 5 wherein the atleast one deployable panel further comprises a first deployable sidepanel having a proximal edge, the first deployable side panel coupled tomove between the retracted configuration of the fairing structure andthe deployed configuration of the fairing structure; and at least asecond deployable side panel having a proximal edge, the seconddeployable side panel coupled to move between the retractedconfiguration of the fairing structure and the deployed configuration ofthe fairing structure.
 8. The fairing system of claim 7 wherein thefirst deployable side panel is pivotally coupled to the deployable upperpanel assembly and the second deployable side panel is pivotally coupledto the deployable upper panel assembly.
 9. The fairing system of claim 7wherein the first deployable side panel is pivotable about an axis thatextends parallel to the proximal edge of the first deployable side paneland the second deployable side panel is pivotable about an axis thatextends parallel to the proximal edge of the second deployable sidepanel.
 10. The fairing system of claim 7 wherein the axis that the firstdeployable side panel is pivotable about is spaced from the proximaledge of the first deployable side panel at least in the deployedconfiguration of the fairing structure and the axis that the seconddeployable side panel is pivotable about is spaced from the proximaledge of the second deployable side panel at least in the deployedconfiguration of the fairing structure.
 11. The fairing system of claim7 wherein the first deployable side panel is coupled to translate andpivot without any hinge extending along the proximal edge of the firstdeployable side panel and the second deployable side panel is coupled totranslate and pivot without any hinge extending along the proximal edgeof the second deployable side panel.
 12. The fairing system of claim 7wherein the deployable upper panel assembly is attached to a back of acab of a tractor.
 13. The fairing system of claim 12 wherein, in thedeployed configuration, the deployable upper panel extends rearwardly ofthe back of the cab of the tractor and the first and the seconddeployable side panels extend perpendicularly from the deployable upperpanel.
 14. The fairing system of claim 13 wherein, in the deployedconfiguration, the deployable upper panel extends rearwardly at apositive slope from the back of the cab of the tractor and the first andthe second deployable side panels extend rearwardly at a positive slopefrom the back of the cab of the tractor.
 15. The fairing system of claim13 wherein, in the deployed configuration, the deployable upper panelextends rearwardly from the back of the cab of the tractor and the firstand the second deployable side panels extend rearwardly from the back ofthe cab of the tractor, an area enclosed by a first perimeter defined bythe deployable upper panel and the first and the second deployable sidepanels distal to the back of the cab of the tractor greater than an areaenclosed by a second perimeter defined by the deployable upper panel andthe first and the second deployable side panels proximate the back ofthe cab of the tractor.
 16. The fairing system of claim 1, furthercomprising: an actuator physically coupled to the deployable upper panelto pivot the deployable upper panel about a horizontal axis between theretracted and the deployed configurations.
 17. The fairing system ofclaim 1, further comprising: at least one actuator; and a valvephysically coupled to the at least one actuator and biased to releaseair from under pressure from the actuator and to cause the deployablefairing to be in the retracted configuration when any event of thefollowing events occurs: a power loss to the deployable fairing, amanual switch is positioned in an off position, the deployable fairingcannot receive data from a vehicle computer, a reading from atemperature sensor that indicates that an outside temperature is abovean upper temperature threshold or below a lower temperature threshold, areading from a wind sensor that indicates that a speed of a cross windexceeds a cross wind threshold, a reading from a speed sensor that isbelow a speed threshold, or a stall condition in which the actuator isunable to move the deployable fairing to the deployed position.
 18. Amethod of operation in a fairing system for use with vehicles, thefairing system comprising: a fairing structure that includes at leastone deployable panel, the at least one deployable side panel coupled tomove between a retracted configuration of the fairing structure and adeployed configuration of the fairing structure; at least one positionalsensor to detect a position information related to the at least onedeployable panel, and a processor communicatively coupled to the atleast one positional sensor to receive a set of positional informationthat represents a state of deployment of at least a portion of thefairing structure as detected by the at least one positional sensor, themethod comprising: from time-to-time receiving a set of positionalinformation by the processor from the at least one positional sensor,the set of positional information that represents a respective state ofdeployment of at least a portion of the fairing structure as detected bythe at least one positional sensor; determining by the processor whetheran error is detected in the state of deployment as represented by therespective set of positional information; and sending signals by theprocessor to control the fairing structure in response to thedetermination.
 19. The method of claim 18 wherein determining by theprocessor whether an error is detected in the state of deployment asrepresented by the respective set of positional information includesdetermining whether an error condition exists with based on the state ofdeployment of the fairing structure as detected by the at least onepositional sensor and as compared to an expected state of deployment ofthe fairing structure.
 20. The method of claim 18 wherein determining bythe processor whether an error is detected in the state of deployment asrepresented by the respective set of positional information includesdetermining that the deployable fairing structure did not transitionfrom the retracted configuration to the deployed configuration within anallotted period of time.
 21. The method of claim 18 wherein sendingsignals by the processor to control the fairing structure in response tothe determination includes sending signals that causes the fairingstructure to move to the retracted configuration in the event of anerror condition.
 22. The method of claim 18 wherein the fairing systemfurther includes at least one actuator; and a valve physically coupledto the at least one actuator, and further comprising: releasing air fromunder pressure from the actuator to cause the deployable fairing to bein the retracted configuration when any event of the following eventsoccurs: a power loss to the deployable fairing, a manual switch ispositioned in an off position, the deployable fairing cannot receivedata from a vehicle computer, a reading from a temperature sensor thatindicates that an outside temperature is above an upper temperaturethreshold or below a lower temperature threshold, a reading from a windsensor that indicates that a speed of a cross wind exceeds a cross windthreshold, a reading from a speed sensor that is below a speedthreshold, or a stall condition in which the actuator is unable to movethe deployable fairing to the deployed position.